# Digitized by the Internet Archive in 2016 with funding from Duke University Libraries https://archive.org/details/reportsofcommitt01 rich %™ E ms,*v library Jiproimiteti! of James litter, AS REQUIRED BY A RESOLUTION OR THE CITY COUNCIL, Adopted July 17tli, 1871, WITH ACCOMPANYING DOCUMENTS. -v , Ylr^ ^ RICHMOND : EVENING NEV T S STEAM PRESSES. 1871 . Or*. Pi l\j: "n rni i c7‘T/,n*t ry 5 00 u 12. it <« tt 6, 12 00 « 12. tt it a 7 > 34 29 November 9 - it tt tt 4 . 4 35 « 18. it it tt 14 . 5 ° 00 December 10. tt it tt 26, 30 00 e 22. it tt tt 38 , 12 50 1871. January 4- it tt a 56 00 u 4- tt it tt S. 16 85 O f". OO December 22. it tt tt 6, 35 5 ° 1871. January 4- tt a tt 8, 12 00 tt 4- tt tt tt 9, 18 75 u *7- it tt tt 16 50 « 17 - tt tt « 12, 4 78 n 3 1 - it tt a 16, 6 25 February 10. tt tt a 21, 5 5 ° n 10. it tt tt 23 \ 30 00 March 10. it tt tt 33 . 10 28 tt * 3 - it tt tt 3 6 . 140 00 ‘t 17- it tt tt 38 , 6 35 tt 17- it a tt 39 . 1 24 n 24. it a tt 45. 25 04 u 20. tt tt a 52, 1 1 90 tt 3*> tt a tt 54. 75 April 7- it a tt 5. 2 50 tt' 29. tt tt O O O 8 April 29. — -Contingent Expenses, Voucher No H, 5 3 ° 29. CC it CC IS, 4 00 May 5, cc a CC 23, 3 00 “ 5 - Cc a it 31, 30 00 “ 19. it a a 34 , 7 75 “ 19. a a a 3 6 , 12 00 “ 26. a a cc 38 , 62 50 “ 29. “ a cc 44 , 7 25 June 9. a a cc 49 , 100 00 “ 9- t( a cc 5 i, 7 5 ° “ 9 - (C it a 52, 19 75 “ 9 - (C a a 54 , 36 00 “ i 3 - it a cc SS, 100 00 “ 26. “ u cc 56 , 15 67 “ 3 °- cc a c . 57 , 5 00 1870. September 28. — Office Expenses, Voucher No. 2, 2 50 “ 29. cc a a 3 , 20 November 18. it it tt 7 , 24 78 “ 18. a a “ 12, 17 00 December 3, u a cc 1 S> 56 25 3 - a a it 21, 2 00 '■ 16. it it it 33 , 49 5 ° 1871. January 4. 1 1 a (( 4 , 17 00 “ 14 - a ct cc I0 > 5 si April 7. “ cc 4 . 10 50 May 26. (( tc cc 45 , 39 00 1870. September 29.— Material, Voucher No. 4, 1 16 00 November 9. a a 1, 195 40 “ 18. d a 9 > 80 47 December 3, cc a 20, 52 59' “ 3 . K cc 22, 8 75 “ 10. it a 24, 116 57 “ 10. a a ~ 5 , 22 4 s “ 10. a a 27 , 12 48 “ 10. a a 28, 5 1 4 ° “ 10. a a 3 °, !3 95 “ 16. ct a 3 2 i 87 27 9 Decem’r 22.— -Material, Vovcher No. 34 , 20 63 cc 22. cc cc 40, 45 93 cc 30. cc 44 , 49 °4 cc 3 °. cc c 4 45 , 20 90 cc 3 °- cc u 46. 11 33 cc 3°- cc 4 4 47 , 5 1 65 1871. January 2,. cc cc 2, io 75 cc 4. cc cc 5 , 6 50 Febrnary I, cc tc x 18, 27 30 Cl 4 - cc cc 20, 6 00 tc 18. cc cc 14 , 120 00 Match 10. “ cc 3 °, 58 07 cc 10. cc 39 4 00 cc 10. cc cc 39 953 ° 5 ° cc 10. cc cc 33 , 26 82 c c 10. tc “ 34 , . 18 82 cc 10 cc cc 35 , 41 30 cc >7- cc “ 38 , 12 10 cc 24. cc cc 49 3 5 ° “ 24. cc C ( 4 i, 1 2 60 cc 24. cc cc 43 , 1 x 50 cc 24. cc cc 46, 14 20 cc 3 °. cc cc 47 , 1 169 03 cc 3 1 - u cc 49 , 10 10 cc 3 1 * “ c< Sh 118 12 Cc 3 1 - cc cc 53 , 78 50 cc 39 CC cc , 54 , 138 64 April 7- cc cc 9 210 63 cc 7 - cc cc n "7 373 75 cc 7- cc cc 3 ? 40 62 cc 14. cc “ 6, 271 3s 14 cc “ 7 , x 6 00 cc 14. ' “ cc 8, 80 32 cc 14. cc cc 19 42 00 cc 16. cc cc 16, 9 00 (C 29. cc cc 17, 5 75 cc 29. cc 18, 120 71 May 5 - it <« 14, 44 87 “ 5 - cc cc 2 5 > 102 23 cc 5 - cc 26, IO 4 12 9 10 May S- — Material, Voucher No 29, 109 60 <<■ 1 1. <( 19. 1 C a 34 , June 2. u u 4 °, u 9 - « u 5 2 , (( 3 °. ti “ 58 , tt 3 °. ( j cc 59 , tt 3 °. u tt 62, 1870. November 19. — Fuel Voucher No . 8, December 3. “ tt 18, V 30. “ t. 43 , 1871, January 14. “ tt 7 , February 3. “ tt r 9 » March 2. “ tt 2 7 , No. 54, 141 OO 55 , 814 OI 19, 200 OO 20, ID 33 °9 34 , 13 00 4 i, i ,434 24 4 2 , 200 00 65 , 200 00 66, i, 53 2 2 5 10,67a 21 1,974 20 884 57 291 13 151 50 52 01 46 36 1 17 66 62 SS 25 2 5 526 83 1 40 1 5 ° 129 38 8 21 254 62 75 00 32 79 3 50 252 48 80 44 80 25 5,051 63 ”7 53 9 00 36 48 177 84 5 75 43 3 2 12 March 3 1 - — Fuel, Voucher No. 48, 182 28 May 5 - u cc 22, 241 68 ( C 5 - a cc 47 , 155 04 June 9 cc 54 , 3 00 “ 3 ° cc cc 64, 212 43 January 4 - -Machinery, Voucher No. 3, 200 00 February 15 - c< cc 26, 1 62 90 March J 3 - cc cc 37, 14,5°° 00 Cl 24. cc cc 4 °, 2,775 00 cc 24. cc cc 44, 1,800 00 Cl 3 1 • cc cc 54, 30 00 April 14. cc “ 9, 290 5 ° Cl 14. cc cc 10, JO 00 May 1 . a cc 21, 3 , 35 ° 00 Cl 19. a cc 34, 24 00 Cl 26. cc cc 43, 103 95 June 3 °- 1 C 6°, 8 00 Cl 30 “ 1 c 62, 66 00 January 4 -- Subsistence, Voucher No. 5, 37 67 March 19. Cl cc : 8 , 46 40 May 5- cc cc 2 s, 25 90 June 9 - cc cc 5 44 75 April 14 — Dykes, Voncher 4 o. 1 2, 354 67 June 9 - Cl cc 5 °> 39 s 3 1 Cl 3 °. cc cc 6 3 > 22 34 May 22. — Damages and Purchase Dutch Gap, V oucher No. 39, 1,184 35 23,32° 25 154 72 775 3 2 S,io8 12 Cr. January 4. — Committee, per Voucher March 30. do do May 1. do do June 9 - do do 57,48 2 97 >• 5, 59 8 S 47, 82 62 21, 92 49 5 2 > 26 74 2-61 73 Sr'* '*21 24 - V)/) — 1 — T 13 RECAPITULATION : Contingent Expenses $1,082 65 Office Expenses 223 94 Material 6,909 68 Wages and Salaries 10,672 21 Repairs 5,051 63 Fuel 1,184 35 Machinery 23,320 35 Subsistence 154 72 Dykes 775 32 Damages and Purchase at Dutch Gap 8,108 12 $57,482 97 ^ Respectfully submitted^ R. D. MINOR, Engineer James River Improvement , 14 STATEMENT Showing Separate Cost of Machines, Flats, Lighters, Pile Drivers, Cars, and every Necessary Article for Conducting the Improvement of James River : i Dredge, Admiral Newport >15,000 00 1 Pile Driver i 2 3 j 775 00 2 Two-Deck Lighters at $3,509 00.. 7,018 00 20 Dumping Cars at $90 00 i,8oo 00 6 Acres and 13 Perches of Land for Dutch Gap Canal at $100 00 per Acre ... €08 12J Damages awarded for Dutch Gap Canal 7 » 5 °° 00 3 Skiffs 100 00 1 Surveying Boat 116 00 Office Furniture 90 00 Railroad Iron — 12,880 lbs 373 75 Bolts— 3,598 lbs... 271 35 Furniture on board Tug Boat, Dredges and Pile Driver 175 00 Tools ; 600 00 I Steam Tug Boat, F. Somers ; I Steam Dredge, Greenwich ; 2 Side-Dumping Lighters, all purchased by the City prior to Sept. 1st. 1870, and for the stated sum of 17,894 17 Piles and Dyke Timbers .' 752 98 § 55>°74 37 a 15 INVENTORY Of Property in Possession of Committee on Improvement of James River , July 1st , 1871, Showing its Original Cost and Probable Value at Present: Original Cost. i Dredge, Admiral Newport $15,000 00 1 Pile Driver 2,775 00 a Two-Deck Lighters at $3,509 00 7,018 00 if) Dumping Cars at $90 00 1 , 44 ° 00 6 Acres and 1 3 Perches of Land 608 1 2 J 3 Skiffs 100 00 1 Surveying Boat 1 1 6 00 Office Furniture 90 00 Railroad Iron — 12,604 lbs 365 63 Bolts — 3,598 lbs * 27I 35 Furniture on board Dredges, Tug Boat and Pile Driver 175 00 Tools 600 00 1 Steam Tug Boat, 1 Steam Dredge, 2 Side Dumping Lighters 17,994 17 Present Value. $15,000 00 2,775 00 7,018 00 1,000 00 608 12 J 75 00 1 16 00 75 00 365 63 27I 35 I 5 O OO 500 OO 17,894 17 $46,453 27I- $45,848 27 h 16 STATEMENT Showing the number of dags that the whole of the M>(chincrj/ of the James River Improvement was suspended, and tit >. cause thereof. » From the 1st of September, 1870, to the 10th November, 1870, a period of seventy-one days, including Sundays, no work was performed by the machinery in the actual improve- ment of the river. During this time, it was undergoing repairs, and the whole of it was actually hurried away from the ship-yard in an un- finished condition, and with the carpenters still at work upon the Dredging Machine. The Steam Tug-boat, Frank Somers, was occasionally em- ployed during this period, in affording facilities to the United States and other Engineers to survey the river, in order to make estimates on which to base appropriations. IT STATEMENT Showing the number of dags the work upon the James Ricer Improvement tons suspended, and the cause thereof. IN TRENT’S REACH. No. of days Suspended. Cause thereof. From the nth of November, 1870, to the 10th of February, 1871, a period of ninety (90) days, ten days days suspended IO Ice and Freshes. During the suspension of the work, by i ., the Tug- boat, Somers, was actively and successfull engaged in keeping open the channel way, and assist! :g our com- merce in other ways. AT ROCKETTS. From nth February to the 21st May, a . eriod of one hundred (100) days, sixteen days suspe . led l6 Freshes. AT RICHMOND BAR. From 2 2d May to the 1st July, a period of thirty-nine (39) days, six days suspended 6 Repairing Ma- 3 18 LIST OF THE COMMITTEE ON TIIE JAMES RIVER IMPROVEMENT, Together with a list of Employees, showing occupation and pay. Col. ALBERT ORDYvAY, Chairman WM. B. ISAACS, Esq., Secretary. Tiios. W. McCance, Geo. Vi. Allen, Tiios. II. Wynne, John M. Higgins, H. L. Kent. Robt. E. Blankenship, C. L. Todd, Garret F. Watson. 10 LIST OF EMPLOYEES. ENGINEER’S OFFICE. Name. Occupation, Pay per Mo. Remarks. Capt. R. D. Minor, N. B. Randolph, Wm, A. Webb, Bernard Naegle, Engineer Jas. River Im’pt. Clerk, Tide Observer. Office boy. $200 00 40 00 30 OO 10 00 TUG “FRANK SOMERS.” Name. Occupation. Pay per Mo. Remarks. Thos. Cunningham. Wm. P. Armistead, Isaac Wood, Wm. Brunt, James Colgan, Capt. and Supt. Dredging. Engineer. 2d Class Fireman. Wheelsman. Deck Hand. $125 00 65 00 40 00 45 00 40 00 20 DREDGE “ADMIRAL NEWPORT.” Name. Occupation. Pay per Mo. Remarks. Clarke Scull, Fngineer of Dredge. $75 °° ( J ct. for each -] cubic yard T. Williams, 2 d Class Fireman. 40 OO |_ raised. M. L. Hobson, Deck Hand. 40 OO James Riddle, 44 35 00 John Munda, 44 35 00 James Hampton, Dipper Attender. 50 OO DREDGE “GREENWICH.” Name. Occupation. Pay per Mo. Remarks. Jno. R. Combea, Wm. Watson, Engineer of Dred: :. Dipper Attender $75 00 5° 00 C J ct. for each J cubic yard ( raised. Robt. Brunt, 1 st Class Fireman, 45 °° Wyatt Johnson, Deck Hand. 40 00 J. P. Nimmo, <4 35 °° Geo. Morris, <4 37 5° Timothy Keilty, Blacksmith. 70 OO 21 SCOW HANDS. Name. Occupation. Pay per Mo. Remarks. Benj. Liliston, Scow Hand. 35 00 Henry Myers, cc 35 00 Wm. M. Colgan, cc 35 00 James Morris, cc 35 00 John Colgan, cc 35 °° DYKE WORK. Name. Occupation. Pay per Day. Remarks. James R. Werth, . Supt. Dyke Work. $2 50 P. Dunnington, Deck Hand. 1 25 D. Jordan, Engineer Pile Driver. 1 50 D. Clarke, Deck Hand. 1 25 J. Pearson 5 CC 1 25 C. Hampton, cc 1 25 J. H. Crane, cc I OO George Kelly, cc 1 25 Harry Jones, Rafting Hand. I OO C. Eppes, cc I OO E. Robinson, cc I OO Geo. Jefferson, cc I OO Shadrack Taylor, cc I 00 Wm. Radford, Carpenter. I 25 J. H. Radford, << I 50 Andrew Radford, CC I 50 Benj. Foster, cc i so Wm. Bishop, cc 2 50 22 LABORERS. Name, Occupation. Pay per Day. Remarks. John Shannon, Deck Hand. $1 oo W. M. Cannon, (( I OO M. Hecht, a I oo T. Constantine, u I oo J. Champion, “ I oo % J. Haupert, « I oo Wm. Redford, n I oo C. McDowell, a I oo J. J. Morris, u I oo J. Mountain, (6 I oo P. O’Conner, Ct I oo 23 STATEMENT i Showing the amount in culic yards of mud, stone , dirt or other matter removed per day, as well as the gross amount, from the Bar since the present Engineer took charge, and. up to the 1st of July, 1871; the present size of the excavated chan- nel, in depth, width and length, and such other information in regard to said Improvement which his practical experience may suggest TRENT’S REACH Daily average of sand removed, Gross amount of sand “ Dangerous snags “ Depth of channel way, - Width “ “ Length “ “ And throughout its entire length distinct- ly marked by nun and spar buoys. 212 Cubic This. 11,200 2 11 feet. 75 “ AT ROCKETTS. Daily average of sand removed, Stones — averaging one ton each, removed, Logs removed, . Gross amount removed, Depth of channel way, Width “ “ - - Length “ “ - 227 Cubic This. 1 - 15,700 Cubic Y’ds 11 feet. 100 350 RICHMOND BAR. Daily average of sand removed, - 195 Cubic Y’ds. Stones — averaging 1 ton each, removed, 5 Gross amount of sand “ 13,880 Cubic Y’ds. 24 Depth of channel way, 15 ft at M L W. 25 ft for 1,050 ft 50 ft for 300 ft. Width And Length 1,650 feet. And all distinctly marked by spar buoys. Gross amount removed in all operations, 43,780 Cubic Y’ds. That the improvement of James Diver be continued with energy and a determination to secure a depth of fifteen feet of water from Richmond to the sea, at all stages of the tide, which, in itself, will give a depth of eighteen feet twice daily. The plan, now in successful operation, of securing the dredged material behind dykes, is a good and entirely prac- ticable one, and its continuance is recommended. As the work of deepening the channel way to the depth designated is a pressing necessity, I suggest that another Dredging Machine with its complement of Scows, can be ad- vantageously employed, to the general efficiency and econo- my of the James River improvement. In conclusion, I beg leave to refer to the condition of the river in November, 1870, when our work maybe said to have commenced, when square rigged vessels were unusual arrivals at our wharves, and the large steamers plying from New York to Richmond reached our port with difficulty and delay. The present condition of our dock, crowded with vessels in the foreign and coast trade, is the best and truest test of what has been done thus far, in the short period of eight months, towards the improvement of James River. SUGGESTIONS. Respectfully submitted, R. D. MINOR, Engineer James River Imp't. 25 JAMES RIVER IMPROVEMENT. EXISTING CONTRACTS. Names. For what pur- pose. Amount. Am’nt paid. Amount due. Expiration. C. Reeder & Sen, Hoisting engine, $3000 00 Aug. 1st @ 15th. C. J. Fox, Sr., Deck lighter, 1,100 00 U t • Cl W. Roane Ruffin 95,000 feet pile and crib timber at 5 1 5-100 c. per lineal foot, to be delivered and paid for, as needed, 4892 50 752 9 & 4139 5- Jos. Hall & Co, Iron for dump- ing boxes at 6 20- 100 c per lb for wrot. iron, *^1 UJ O O August. B. MaiUefert, Removal of all remaining ob- structions at Drury’s Bluff, and giving a channel way of 18 feet at wran low wa- ter, 2000 OO $1 1,70550 4 26 Bills due the James River Improvement. Garret F. Watson, To James River Improvement. April 20 — To driving 3 piles on wharf, at §5 87, §17 61 Garret F. Watson, To James River Improvement. February 26 — To dredging a berth at his wharf ; removing five hundred and forty (540) cubic yards of sand, at 15 cents, §81 00 Old Dominion Steamship Company, To James River Improvement. May 6 — To dredging a berth for their ships in front of wharf ; removing one thou- sand three hundred and fifty (1350) cubic yards of sand, at 15 cents, §202 50 James River and KanawJia Canal Company, To James River Improvement. May 20 — To dredging out entrance to ship lock, removing two tho sand six hundred and forty (2640) cubic yards of sand, at 124 cent.., . §330 00 27 Va. Steamship and Packet Company, To James River Improvement. April 20 — To driving 4 piles on wharf, at $5 87, $23 48 Messrs. F. A. Kuper & Co., To James River Improvement . June 22 — To four dumping cars, at $62 50 each ; to be paid for by satisfactorily endorsed notes, at 30, 60 and 90 days, with interest at 8 per cent, 250 00 Interest, 3 31 $253 31 Albert Ordway & Co., To James River Improvement. To two bars of railway iron, 276 lbs., at $65 per ton, $8 12 28 C AlecUons and Deposits with City Auditor to the Credit of the Janies River Improvement. June 27 — Received of Garret F. Watson, and deposited with Wm. II. Allderdice, Auditor, to credit of the Janies River Improvement, §17 G1 July 1st — Received of John W. Wyatt, agent and attorney, Old Dominion Steam- ship Company’s check, No. 557, on Planters’ National Bank, for the sum of §202 50, payable to R. D. . Minor, Eng., and deposited it July 3d, with W. H. Allderdice, Auditor, to credit of James River Improv’rat, S202 50 July 18 — Received of Albert Ordway & Co., agents Buckingham Slate Quarries, §8 12, in payment of articles bought of James River Improvement, and deposited the same July 10th, with W. H. Alderdice, City Auditor, to credit of James River Improvement, 88 12 29 REPORT Of Captain Cunningham, Superintendent of Dredging, to Captain li. D. Blinov, Engineer James River Improve- ment, covering operations from September 1st, 1870, to July lsl, 1871. City Tug, “Frank Somers,” July 22d, 1871. Capt. R. D. Minor, Eng. James River Improvement. Dear Sir: — Your letter of the 20th instant, directing me to make out in tabular form, and transmit to your office, “ the number of days that the whole of said machinery, as well as the number of days the work upon said improvement was suspended, and the cause thereof,” is before me, and in reply, beg leave to state: that on the 1st September, 1870, the dredging machine “ Greenwich,” and the two side dump- ing “Lighters” were on the railway undergoing needed and extensive repairs, caused by former work. The machinery of the Tug “ Frank Somers ” had been repaired, * and we had used her whenever she was wanted by the United States officer in charge of the surveying party, as per order of the James River Improvement Committee, a copy of which is herewith enclosed, when not employed in that capacity we were assisting, together with the crew of the “ Dredge ” in repairing and painting the “ Greenwich,” and “ Lighters,” and in watching the whole of them, night as well as day. 30 On the 30th September, 1870, we were visited by the great flood, during the four days that the flood was at its highest, we had steam on the “ Tug,” assisting commerce, taking care of the city property, “Dredging Machine,” “Ligh- ters,” machinery, timber, &c. Immediately after the flood we found that “ Trent’s Reach ” had filled up to such an extent that even the large steamers plying between the city and New York were compelled to cease running, and the vessels bound to this port, loaded, had to be discharged below before they could get over the bar at “ Trent’s Reach ; ” and so urgent was the demand for the channel to be dredged at “Trent’s Reach,” that we had to lay ways on the Raihvay to launch the dumping lighters, the flood having broken the Railway so that we could not use it, and take them down, with carpenters on board, and finish them while dredging the channel at “Trent’s Reach.” After dredging a channel at “ Trent’s Reach,” it was found necessary to dredge out the harbor near the Ship Locks, as the loaded vessels could not pass up to the locks. Said harbor was also filled up by the flood. By your orders we moved the “Dredging Machine,” &c., up to the city on the 11th February, 1871, immediately after the completion of the channel at “ Trent’s Reach,” and com- menced operations, after completing the channel there, dredging a “berth” for the Old Dominion Steamship Com- pany, at their wharf, doing the same for Mr. Gf. F. "Watson, and dredging out the entrance to the ship locks for the J ames River and Kanawha Canal Company, we took the “ Dredges and “Lighters” down to “Richmond Bar,” where we are still at work. Below you will find a statement of the time that the ma- chines, were at work, and also the time of repairing, and suspension of work, from this and other causes. From September 1st, 1870, to November 10th, inclusive, seventy-one‘(71) clays, the dredging machine “ Greenwich,” and the two side dumping Lighters were on the railway undergoing repairs. On the 11th of November, 1870, we towed the “ Dredge ” and Lighters down to “Trent’s Leach,” and on the 12th commenced work, by sounding and staking out the channel to be cut. From the 13th November, 1870, to the 10th February, 1871, inclusive, we were at work in Trent’s Reach, making ninety (90) days at that place. During the said ninety days we were compelled to suspend dredging ten (10) days — in consequence of the fresh before mentioned, and afterwards by the ice in the river. During the time of the ice, we employed the Tug success- fully in keeping open the channel for vessels to pass down the river. The channel dredged at “ Trent’s Reach ” is 1,387 feet long, and 75 feet wide, with an average depth of 11 feet water at ordinary high tides, removed therefrom 11,207 cubic yards of sand, and two dangerous “snags.” On the 10th February, 1871, we towed the Dredge and Lighters up to the city. From the 11th February, 1871, to the 21st May, inclusive, we were at work in the harbor, and about the wharves and ship lock entrance, except some three suspensions, caused by the freshes, three days in February, seven days in March, and six days in May, making sixteen (16) days detention or suspension of dredging. One hundred (100) days at work in the harbor, and about the wharves and dock, with the exception of the sixteen days suspension by the fresh. 32 WORK DONE DURING THE TIME. For harbor 11,170 cubic yardi of sand, See., removed. For O. D. S. Ship Co 1,3 50 “ “ “ “ For G. F. Watson 540 “ “ “ “ “ For James River & KanRvvha Canal Company 2,640 “ “ “ “ Making 15,700 cubic yards of sand and mud. Also removed from tlie bed of the channel, seven (7) large rocks, some of them weighing over one ton, also four (4) large logs of raft timber, which had drifted down and stopped in the channel way. In doing the above work we deepened the channel way from the ship locks down the river 350 feet in length, 100 feet in width, with an average depth of 14 feet water at an ordinary high tide ; also dredged out the entrance to the ship locks, and dredged berths for the Old Dominion Steam- ship Company, and Mr. G. F. Watson, for their ships, at their wharves. From the 22d of May (last,) until the 1st of July, inclu- sive, thirty-nine (39) days, at work on “ Richmond Bar,” no suspension except such as are u-sually incident to dredging machines. Work done on the bar up to July 1st, 1871, one cut, 1,650 feet long, 25 feet wide, with an average depth of 15 feet at mean low water. Second cut, dredged 300 feet in length, making the first three hundred feet of the channel fifty feet in width. In doing the above work we removed 13,880 cubic yards of sand, and five large rocks, that we found in the upper part of the channel. Time employed in 44 Trent’s Reach,” - 90 days. During the above time there were 13 Sundays, Suspension by ice and fresh, 10 days, — * 23 “ U Whole number of working days, 67 212 yards. O O oo Amount dredged 14,200 cubic yards of sand, and 2 dangerous “sna^s.” o o Average number of cubic yards per day, Time employed in harbor, wharves and ship locks, ----- 100 days. During the above time there were 15 Sundays, Supension by freshes, - 1G days, — " 31 “ Whole number of working days, - 69 “ Amount dredged 15,700 cubic yards of sand, 7 large rocks, and 4 logs. Average number of cubic yards, - - 227 yards. Time employed at Richmond bar, During the above time there were 5 Sundays, Repairing machinery, G days, Whole number of working day, Average number of cubic yards per day, 39 days. 11 “ 28 “ 495 yards. Independent of the above work, we have placed the buoys in position in “Trent’s Reach,” nine (9) in number, and have placed all the buoys from Trent’s Reach to the city in position, whenever they were drifted out by ice, freshes, or otherwise, and when they were destroyed or drifted away, and new ones were sent to fill their places. We have also placed them in position. I beg leave to call your attention to the fact that in dredging an allowance is always made of thirty-three and one- third (33$-) per cent, for lost time in repairing breaks in the machinery, replacing worn out pinions, wheels, sheaves, friction bands, bolts, &c. ; added to this delay, which is inci- 5 34 dental to all dredging machines, we have been delayed in our work by having to move out of the “ cuts,” to allow the large steamships, and the “ tows ” of vessels to pass up and down the channel ; some days we have to move out of the “ outs ” two or three times ; if we were cutting a channel where we could work the ten hours per diem without having to move out of it, we could do considerably more work than we do now, where we have to move out of the channel every night, and move in position every morning, and also move out of the channel during the work- ing hours to allow the large steamships and the “tows’' of vessels to pass up and down the river. This general loss of 33J per cent, in contractor’s estimates exceeds ours by over 13 J per cent., as ours does not amount to quite 20 per cent. All which is respectfully submitted. I am, truly and respectfully, Your ob’t serv’t, TIIOS. CUNNINGHAM, Supt. Dredging. [Copy ] Richmond, August 5th, 1870. Ca-pt. Thos. Cunningham, in charge of Dredging Machine and Tug “ Frank Somers .” Dear Sir : — You are hereby authorized to use the tug, owned by the city, for the purpose of surveying the river, whenever she is wanted by the United States officer in charge of the surveying party, and to furnish such supplies as may be necessary for the subsistence of the men employed. Yours respectfully, (Signed,) HORACE L. KENT, Chairman pro tan. Jas. River Committee. 3(5 Office Engineer Jas. River Imfrovem’t, Richmond, Va., Aug. 5th. 1871. Col. Albert Ordway, Oh. Com. James River Improvement . Dear Colonel : — On yesterday the Auditor of the city fur- nished me with a statement of expenditures on account of the James River Improvement, covering the period between Feb- ruary 9th, 1870, and June 30th, 1871, which shows a total of §81,088 36. Upon consultation with him, I am informed that the dif- ference of §23,867 12 between his statement and the one submitted by myself arises from the following entries, which necessarily cannot appear upon the vouchers of this office, viz : Discount and commission on sale of bonds. Amount paid between February 9th and September 1st, 1870, before the organization of the committee. Amount paid by checks on the State Bank of Virginia prior to the adoption of the present system of payment. Respectfully yours, R. D. MINOR, Eny. 37 James Ricer lrnprouewmt, Dr. 1870. Feb. 9, Manch’ter C. & W. Mft. Co., 6 25 12, Ordway, A. & Co., 59 28 12, Cunningham, Thomas 460 85 24, Dunham, W. C. 339 00 25, Towers, J. E. 2 60 26, Dunham, W C. 250 00 Mar. 2, Ordway, A. Co , 123 12 2, Journal, Evening State 32 00 7, Fox, Charles J. 36 67 10, Cunningham, Thomas 441 60 11, Ordway, A. 51 50 Ap'l 14, Cunningham, Thomas CO CO CJ( 30, Faherty, Walsh & Co., 106 13 May 9, Crowell & Currie, 31 49 13, Cunningham, Thomas 21 80 14, American Dredging Co , 24 42 23, Beardsley, J. D. 37 50 24, Currie & Co., 22 87 3, Ordway, A. note to 364 57 10, “ “ “ 493 20 June 16, Cunnigham, Thomas 486 55 17, Craig, J. D., agent, 60 98 18, Faherty, Walsh & Co., 46 75 22, Evening News, 15 00 28, Ordway, A. note to 77 52 1,117 98 684 89 593 48 995 85 586 77 38 July 7, Cunningham, Thomas 439 20 9, Ordway, A. & Co., 18 24 12, Eaherty, Walsh & Co., 419 59 13, Fox, Charles J. 73 08 15, Pockington, George 13 40 20, Currie & Co., 16 63 26, Fox, Charles J. 138 08 Aug. 4, Richmond Enquirer Co., 35 20 5, Daily Anzeiger, 14 25 5, Cunningham, Thomas 480 75 13, Fox, Charles J. 433 18 15, Faherty, Walsh & Co., 229 00 15, Crowell & Co., 81 30 15, Beardsley, J. D. note to 497 61 16, Bodeker, A. & Bro. 51 SO 23, Jenkins, William 42 25 23, American Dredging Co., 24 22 24, Powhatan Steamboat Co., .24 00 Sep. 5, Fox, C. J. note to 973 95 6, Sloat & Addington, 22 00 6, Ordway, A. note to 528 38 9, Bodeker, Henry 44 41 10, Zetelle, S. 24 00 10, Faherty, Walsh & Co., 251 43 12, Williams, R. L. 75 71 14, Beardsley, J. D. 27 54 15, Minor, R. D. 150 00 30, Howard, P. F. 30 00 1,118 22 1,913 58 2,127 42 39 Oct. 1, Alexander, G. 116 00 4, Beardsley, J. D. 38 75 6, Fore, V. L. 15 50 7, Ordway, A., note to 477 25 12, U. S. Custom House, 34 29 14, Montague, W. L. 11 00 15, Fox, C. J., note to 1,016 30 18, Woodward & Son, 434 27 19, Minor, R. D. 200 00 20, Bodeker, A. & Bro. 26 44 20, Faherty, Walsh & Co., note to 351 23 25, Thurm, Joseph 9 00 26, Southern Exp. Company, 45 00 Hov. 9, Ashcroft, Ro. 195 40 9, Traherne, Win. E. 5 00 9, Minor, R. D., (salary and pay roll,) 707 96 23, Pickrell, Z. W. & Co. 207 67 25, Allaird, J. Jr. & Co. 55 11 28, Loss on sale $100,000 bonds, 7J per cent. 7,500 00 28, Davenport & Co., 24 per cent, corn’ll on $100,000, 2,500 00 30, Order to M. L. Straus, Chairman, 6,472 68 Dec. 3, Andrews, Geo. W. & Son, 56 25 3, Ordway, A. 52 01 3, Minor, R. D. and pay roll, 755 05 G, Stacy, G. B. 52 59 7, Gunn, J. F. 46 36 7, Mountcastle, J. R. 2 00 40 Dec. 10, Ordway, A. 151 50 10, Vaughan, A. 8 75 10, Faherty, Walsh k Co. 117 C6 12, Jas. River Towing Co., 30 00 14, Watkins, J. B. 0 00 15, Worthams, E. & S. k Co. 139 05 17, Harwood & Ritter, 49 50 17, Wilson & West, G5 35 17, Williams, R. L. 87 27 19, Crew, P. J. k Co. 12 48 19, Cunningham, 1'lios. 50 85 22, Pickrell, Z. W. k Co. 25 25 22, Sims, O. R, 4 00 22, Fox, C. J. 526 83 22, Goddin, J. M. 35 50 23, Minor, R. D. and pay roll, 470 60 23, Beardsley, J. D. 62 55 23, Currie & Co., 45 93 24, Bidgood, J. L. 12 50 24, Perkinson, S. S. 17 00 31, Minor, R. D. and pay roll, 374 00 1871. Jan. 4, Thomas, W. A. Jr. 51 65 5, Minor, R. D. 200 00 7, Woodward & Son, 69 94 10, Ordway, A. 36 48 11, Currie & Co. 56 00 11, Nelson, C. 10 75 14, Richmond Enquirer, 30 75 14, Ordway, A. & Co. 177 84 17, Scull, Clark 30 00 18, R. D. Minor and R. Jennings, 9 78 27, Belvin, J. A. 20 63 41 27, Whig, Richmond 16 50 31, Gillis, B. W, 6 25 31, Minor, R. D. and pay roll, 867 60 31, Colton, F. B. 27 30 31, Barker, Major 36 00 31, Loss on sale §20,000 re- gistered bonds, by Daven- port & Co., 2,000 00 31, Express on §30,000 cou- pon bonds, paid Daven- port & Co., 28 00 10, Virginia Steamship Co., 17 50 11, Minor, R. D. 30 00 11, Talbott & Son, 129 38 18, James River Steamboat Co. 5 50 18, Burt & Shaw, 120 00 20. Potieux, M. B. 25 00 25, Minor, R. D. and J. J. Abraham, 162 90 3,675 47 490 28 3, Ordway, A. & Co. 43 32 3, Minor, R. D. and pay re 1 !, 842 80 11, Pickrell, Z. W. & Co. 1,530 50 11, Faherty, Walsh & Co. 58 07 14, Maillefert, B. 140 00 14, Vaughan, A. J. 4 00 14, American Dredging C 14,500 00 15, Currie & Co. 37 10 17, Blair, A. 5 75 20, Cunningham, Thomas 67 35 23, Southern and Atlantic Tel- egraph Company, 1 24 6 42 Mar. 24, Tanner, W. E. & Co. 2,775 00 25, Abrahams, J. J. 14 20 25, Donnan, W. S. & Co. 3 50 25, Randolph & English, 18 60 25, Tredegar Company, 1,8C0 00 28, Richmond Dispatch, 25 04 31, Pickrell, Z. W. & Co. 1,086 41 Ap’l 1, Fox, C. J. -$310 39; Abrahams, J. J. $78 50, 388 89 1, Minor, R. D. $200 ; Pay Roll $814 01, 1,014 01 1, Ordway, & Co. $182 28 ; Hall, Jos. & Co. $118 12, 300 40 4, Starke & Ryland, 18 82 5, Powhatan Steamboat Co. 11 90 10, Tredegar Company, 373 75 12, Williams, R. L. 210 63 15, Colton, F. B. 10 00 15, Ruffin, W. R. 353 67 15, Anderson, Geo. W. & Sons. , 10 50 15, Fox, C. J. 290 50 17, Wortham, E. & S. & Co. 42 70 17, Stacy, G. B. & Son, 42 00 17, Currie & Co. $80 32 19, Vaughan, A. J. 16 00 96 32 21, Randolph' & English, 10 10 24, Purcell, Ladd & Co. 40 62 25, Tanner, W. E. & Co. 271 35 May 1, Minor, R. D. 200 00 1, Pay Roll, 1,133 09 2, Faherty, Walsh & Co. 9 00 43 2, Fox & Cannon, 3,257 51 6, Ordway, A. & Co. 241 68 6, Johnson, J. T. 25 90 6, Hall, Jos. & Co. 109 60 6, Wortham, E. & S. & Co. 120 71 6, James River and Kanawha Canal Company, 20 00 8, Faherty, Walsh & Co. 110 44 9, Purcell, Ladd & Co. 44 87 10, Bidgood, G. L. 5 21 12, Minor, R. 1). 30 00 13, Pickrell, Z. W. & Co. 144 39 16, Wortham, E. & S. & Co. 104 12 18, Smith & Harwood, 11 50 18, Talbott & Sons, 254 62 22, Fox, C. J. 265 91 22, Williams, il. L. 158 71 23, Thomas, W. A. Jr. 92 64 27, Cox, Henry 8,108 12 27, Tug, P. Pulver, 62 50 29, Wilson & West, 68 28 14,578 80 June 3, Richmond Enquirer Com- pany, $ 3 ; Minor, R,. D. and pay roll, $1,684 24, 1,637 24 5, Currie & Co., $200 61 ; (6) Ordway & Co., $169 44, 370 05 8, American Dredging Co. 103 95 9, Bossieux & Bro. 16 00 10, Faherty, Walsh Co. 32 79 12, Minor, R. D 36 00 14, Minor, R. D. 100 00 14, Virginia Steamship Co. 39 00 44 June 15, Williams, R. L. 62 05 23, Ruffin, W. R. 398 31 23, Smith, Potter & Co. 11 35 27, Tug Boneta, 15 67 30, Cunningham, Thomas 152 51 $81,088 36 45 James River Improvement, Cr. 1870. July 9, Dimmock, C. H. - - - 39 00 Nov. 19, Straus, M. L., Chairman, check of A. Ordway, for amount over drawn on account of Jas. River Improvement, 1,974 20 1871. Jau. 31, Appropriated 14th February, - 10,000 00 31, “ 8 per cent, coupon b’ds. (|250,000) issued. - - 150,000 00 Feb. 11, Virginia Steamship Comp’y, refunded, 50 June 27, Minor, R. D. - - - 17 61 §162,031 31 162,031 31 81,088 36 §80,942 95 balance to Cr. July 1, 1871. Due for loss on sale §30,000 — these bonds are not yet sold — although placed to the credit of the Improvement Fund. WM. H. ALDERDICE, Auditor. 4G Office Eng. Jas. River Improvement, Richmond , Va., June 19th, 1871. Col. Albert Ordivay, Ch’m Com. James Rioer Improvement : Colonel — The act of the Committee, authorizing the pur- chase of so much land, as in the opinion of the engineers, would be required for the Dutch Gap Canal, at 8100 per acre, and the further payment of the sum of 87,500, as damages, to Mr Ilenry Cox, for the canal through his land, has been complied with, by the payment to Mr. Cox of 88,108 12, which includes also the purchase of an area ofL 6 acres, 0 roods and 13 perches, for which he has given a deed, now on record in the clerk’s office of Henrico county. This area of 6 acres and 13 perches has been surveyed, and the boundary marked by six pieces of stone 48x12, set securely in the ground, three (3) on the north and three (3) on the south side of the canal. The American Dredging Company are steadily at work upon the canal, and thus far have accomplished about one- third (1) of their contract. Respectfully submitted. R, D. MINOR, Eng' r James River Improvement. 47 Office Eng. Jas. River Improvement, Richmond, Va., June 19th, 1871. Col. Albert Ordway, Ch'in Com. James River Improvement : Colonel — I beg leave to lay before the Committee the fol- lowing statement : The dumping cars supplied the James River Improvement by the Tredegar Company, have by actual trial been found to be of insufficient strength to perform the duty required of them. This is due to two causes — the first of which is mainly and in a great measure, that the specifications and draw- ings furnished by me did not call for material of sufficient size and strength, and in the second place to the fact that the material, as supplied, and the workmanship as done by the Tredegar Company, are in both instances of an inferior kind, and not in compliance with their contract, which stipulated, for material and workmanship to be of the best description. This applies not to the truck and iron work, but to the mate- rial of, and workmanship upon, the body of the cars. This was not ascertained until actual trial, some five weeks after the completion, delivery, acceptance, and payment of the bill of ninety ($90) dollars each for the cars. Upon trial, four (4) of them broke down, thus demonstrating that this plan of disposing of our dredged material was not an availa- ble one, unless the cars should be so heavily constructed as to preclude the idea of operating them by hand-power alone. With this view, it has been thought best to avail ourselves of a plan, which has been thus far in successful operation for the harbor improvement of Baltimore. It consists of a steam engine of 10-liorse power, and crane, with hoisting apparatus, erected upon a boat of smal 48 draught, but extensive deck capacity, by which the dredged material is raised in buckets, fdled by the dredge, and ranged in rows on the decks of lighters, which are towed alongside the crane boat, stationed at the crib work. This plan works w r ell, and can be adopted here at compa- ratively moderate cost, as the two large lighters, recently con- structed, are remarkably well adapted to this work — one for the engine and crane, and the other for the tubs or buckets. The engine and iron work of the hoisting apparatus, Avas built by Messrs. Reeder & Sons, of Baltimore, at a cost of §2,7 50 — and they offer to build a similar one for us for $2,650, delivered on board of a vessel in Baltimore, or for $3,000 erected and in working order on board our boat in Richmond. The crane and buckets can be constructed under our own supervision here, and at considerably less cost than the prices paid by the city of Baltimore for similar work. Capt. Allen of the Committee, and Mr. Charles J. Fox, an experienced ship carpenter, accompanied me to Baltimore to inspect this method of disposing of and retaining the dredged material, and by actual observation the conclusion was come to, that it would he best to adopt the same plan for the im- provement of James river. If the Committee shall decide to adopt this plan, there will be required one (1) 10-horse power engine, with hoisting ap- paratus, to be erected upon one of our recently constructed flat boats, 46 buckets, (to he made after the plan of one courteously tendered to me by Capt. Cooper, the Port-warden of Baltimore,) 27 of which will be used upon the deck of our other flat boats, and the balance of 18 on the deck of a flat boat, which will be required, of 51 feet length and 19 feet breadth of beam. As the dumping cars have proved unavailable for the work they were required to perform, it appears advisable to sell 49 them, in order that they may not remain an expense upon our hands. The purchase money can be applied towards defraying the expense of the boat and buckets. Respectfully yours, R. D. MINOR, Encfr James River Imp't 50 U. S. Engineer Office, Baltimore, Bid , July 14th, 1871. Col. Albert Ordway, Uhm’n of Supervisory Board for Improvement of James River on the part of the City of Richmond : Colonel — I have the pleasure of giving you official notice of the fact that, under his contract with the United States, Mr. B. Maillefert has removed the sunken vessels, &c. near Drury’s bluff, so as to give a clear channel way not less than 250 feet in width, and 18 feet in depth at low water. This I regard as a very important step in the improvement of the navigation of your river. If it should seem desirable, in the interests of your com- merce, that the fact just mentioned should be brought to the w notice of navigators and others, I request that you will take such steps in that direction as may seem suitable. It may, in this connection, be of interest to you for me to state that, under the contract just referred to. Mr. Maillefert has also accomplished additional important results in the James River Improvement, as follows : He has removed from the river at Warwick the wrecks of three schooners ; at Graveyard Reach the wrecks of the Gallego and Plume ; and below Aiken’s, some forty piles, the remains of an old bridge. Under another contract with the U. S. Engineer Depart- ment, dated June 10th, 1871, Mr. Maillefert has entered upon other removals, as follows: At Drewry’s bluff, the re- mainder of the steamer Jamestown, the steamer Virginia, the steamer Fredericksburg, the steamer Beaufort, the schooner Wythe, the brig Marcus, and parts of several remaining stone cribs ; at Wilton, some forty or fifty piles, remains of an old bridge and part of a steamer. 51 Under another contract with, the U. S. Engineer Depart- ment, the American Dredging Company of Philadelphia will soon complete their work of opening the cut-off at Dutch Gap, giving a depth of 18 feet at high water, and a width of not less than 100 feet. Under another contract with the U. S. Engineer Depart- ment, Messrs. Kalmbach and Barton are about to open a channel through the rock at Rocketts reef, giving a depth of 18 feet at high water, and a width of 125 feet. I have no doubt of the successful completion of that important step in the improvement of the river. I will conclude this communication, already too long, by again calling attention to one feature of the work undertaken by the United States at Rocketts, Drewry’s, and at Dutch Gap. At each of these points the channel-way is to have a depth of eighteen feet. Thanking yourself and other officials of the city of Rich- mond for their courtesy on all occasions of my intercourse with them, and their efforts to render me all needed assis- tance in the performance of the duty connected with the James River Improvement which has been entrusted to me by the General Government, I remain, very respectfully, Your ob’t servant, WM. P. CRAIGHILL. 52 Richmond, Ya., June 30, 1871. To the Council of the City of Richmond : Gentlemen — The Joint Com nittee on the Improvement of James River, respectfully submit the following report of the progress of the work under their charge since the date of their last report, March 1st : At that time we had completed the opening of the channel through Trent’s Reach, and v me engaged in preparations for beginning the permanent improvement required between War- wick Bar and Richmond. There existed so many obs ncles to the unimpeded naviga- tion of the river, and so mar just causes of complaint from vessels trading with our port that wdrile the plan of the com- mittee for permanent irnpro . uent had been thoroughly ma- tured, it seemed proper be re entering upon it that some irregular improvements sin Id be made, -which, even though temporary, would facilita commerce. The wharves at Rocketts had become filled i to such an extent that the Xew York steamers, much of th time, laid aground, and were una- ble to take in full cargoes, and the entrance to the ship-locks of the dock so much obstructed that vessels daily experienced great trouble in passing in and out. We, therefore, deemed it proper to put the dredge at work at those points. This work was continued and completed about the time of the heavy freshes in May. We removed during that time 15,700 cubic yards of sand, besides many heavy pieces of stone and large logs, which obstructed the channel-way. During the progress of this work the new dredge boat pile driver, and dumping lighters were completed, and we immediately began the construction of the crib work or dyke in the indentation of the river near Warwick Bar, for the purpose of receiving and securing the dredged material when we should begin operations at that point. As stated in our early reports, the plan of the committee contemplated after perfecting the necessary machinery for carrying on our work, to begin operations at Warwick Bar, and working regularly and systematically from that point, bring first a channel 250 feet w T ide and 15 feet deep to the wharves at Rocketts. The heavy freshes in May, lasting with only slight interruption, for twelve days, not only com- pletely suspended all our operations, but forced us to vary somewhat from the order of operations we had decided on. These freshes caused the channel-way across Richmond Bar to fill with sand to such an extent, that only a depth of 94- feet could be carried over it at mean low tide. We immedi- ately decided that it was imperatively necessary to relieve this point first, and as soon as the water had subsided suffi- ciently for the dredges to work, operations were at once com- menced at that point ; and the pile driver and force which had previously been employed in preparing the cribs at Warwick Bar, in anticipation of our beginning work there, were at once brought up to Richmond Bar, and have been carrying for- ward the crib work simultaneously with the dumping of the dredged material. We have already completed a channel- way across the bar 25 feet wide, 4500 feet long, and 15 feet deep at mean low tide ; an additional cut of 25 feet is now being made which we hope to complete within fifteen days, and the work will be continued until we have a channel-way across the bar 250 feet wide, and 15 feet deep. This work, as you will readily perceive, is a portion of the work required under our plans for the improvement from Warwick Bar to Rocketts, and therefore so much accomplished on our perma- 54 nent improvement, and not merely a temporary expedient to relieve navigation at that point. We have labored under some disadvantages and some ad- ditional expense in our dredging operations at Richmond Bar, from the fact that the plans we had adopted, as detailed in our previous report for dumping the dredged material failedj when put into practical operation. We, ourselves, do not feel responsible for such failure, and also must fully exonerate our most efficient engineer, whose report on the matter we here- with append. It was a matter of experiment, and the defi- ciencies which we found on putting it into practical operation, will soon be remedied, and in the meantime temporary means have been used which have prevented any interruption in the work. A question having risen between Mr. Ilenry Cox, who owns the land through which the Dutch Gap canal is being cut, and the United States authorities, in regard to damages and the payment therefor, the matter was brought to the attention of your committee, and received most careful and lengthy consideration. We deem it proper to lay before you the reasons which governed our decision in the matter. When operations were first begun at Dutch Gap by the United States, Mr. Cox applied to the engineers in charge to know if and in what manner he would receive compensation for the damages ensuing to his property. Being so advised bv them he called a jury of freeholders to examine the pre- mises, who presented a full report, with their assessment of value. This report was forwarded by Mr. Cox to the United States authorities, with the request for action on their part. It was returned to him with the decision, that the depart- ment was not authorized to pay him out of money appro- priated, and that he must apply to Congress for special relief. Mr. Cox, during this time, expressed a desire not to interfere, i with what was considered a great public improvement, though I determined to protect his private rights. Having determined to apply for an injunction against the contractors working under the government, he first brought the matter before our committee. We perceived that an injunction could be ob- tained, and that the effect of it would be a complete abandon- ; ment of the work, as the contractors were barely paying ex- penses under their contract. If the work was thus aban- i doned, it would be necessary for the city to take it up at some I I future time, as the government would refuse to have further i to do with it, and when so taken up it would incur to the city not only the cost of carrying the work through at its own expense, but under a much higher contract than the one now I existing. One further consideration was, that the United | States Engineers and ourselves are working in entire accord ! and harmony as to the plans for the permanent improvement of the river, and even if these damages should be paid out of their appropriation, it would still leave us to make up the deficiency of that amount in some other portion of the work. Acting under all these considerations, and as we believed for the best interests of the city, by pushing forward these improvements without an unnecessary moment of delay, we finally agreed to pay Mr. Henry Cox the damages to his pro- perty, as estimated by the jury. We have therefore paid, as will be seen by appended report of our engineer, the sum of $7,500 to Mr. Cox, as damages ; and have paid him at the j rate of $100 per acre, for 6 acres and 13 perches of land, to be occupied by the canal, which land has been deeded by him to the city of Richmond, with the guarantee to allow the occupation in future of any more land that may be required at the same price without any further compensation for damages. 56 In our report of March 1st, we conveyed to the Council the information of the further appropriation by Congress of $50,000. Col. Craighill, with his usual courtesy, consulted us on our desires in regard to the particular part of the work to which this money should be applied. His own views coin- cided entirely with our desires in the matter — which were, that the city on its part should occupy itself exclusively in dredging, and that the government appropriations should be applied to the removal of the artificial obstructions, and the rocky reefs below Rocketts. The obtaining 18 feet of water to within a short distance below the city, is a matter compa- ratively easy to accomplish, but it is on reaching the rocks that the most difficult and expensive portion of the work is met. We have reason, therefore, to congratulate ourselves that this portion of the work has been undertaken by the govern- ment, and will be under the direction of its skillful engineers. Our own engineer has afforded all the services his time would allow in assisting to make a careful survey of the rock for- mation of the bed of the river. This survey has been com- pleted, and only some slight preliminaries remain to be set- tled before the contractors will begin on this most important part of our improvements. The removal of the obstructions at Drewry’s Bluff by Prof. Maillefert, under his contract with the United States Govern- ment, has been finished, and he is now engaged in cleaning out the channel before formally reporting his work as complete. At Dutch Gap the work is progressing favorably, and each step seems to increase the promise of its success. In our report of March 1st, we called the attention of the Council to the importance of some early action in regard to the improvement of Shoekoe and Gillies creeks. We venture 57 again to refer to the matter, in hopes that it may receive thorough investigation and its importance realized We have driven a line of piles and crib work across the mouth of Gillies creek, one foot below the mean of high tide — and as soon as sufficient time has elapsed to determine the effect of the experiment, we shall report the result. But, however, successful it may be, it is but a temporary expedient. To reach permanent results, will require action at the origin of the trouble. We have nothing further to submit at this time, except our usual commendation of the faithfulness and earnestness with which all connected with the improvement carry out their respective duties. Respectfully submitted. ALBERT ORDWAY, Chairman. 8 58 Richmond, V a., July 31, 1871. To the Council of the City of Richmond : Gentlemen — The Joint Committee on the Improvement of James River, respectfully submit the following report of the progress of the work under their charge since the date of their last report, June 30th: We have been engaged during the entire month of July in continuing the dredging operations at Richmond Bar, and simultaneously carrying on the crib work, to receive the ma- terial as dredged. We have completed a second cut, 25 feet wide, entirely across the bar, which gives us now a channel- way 50 feet wide, and a depth of 15 feet at mean low tide. We have started on the third cut of 25 feet width — and this plan will be continued until a width of 250 feet is obtained,, as stated in our last report. Work on the machinery in connection with the new system we have adopted for dumping the dredged material, has progressed favorably, and we hope soon to have it in operation. In the meantime our dredging is not retarded or allowed to be interrupted, though a slight increase of cost is involved. In regard to the progress of the work, which is under the control and direction of the United States Engineers, it is with great pleasure that we communicate the following letter, received from Col. Craighill, in charge. It communicates facts accomplished and results in contemplation, that should cause all of us, with confirmed hopes and renewed vigor, to press forward the great work, as so much of the prosperity of our city depends not only on its successful, but on its speedy completion : 59 U. S. Engineer Office, Baltimore, Md., July 14, 1871. Col. Albert Ordway, Chairman of Sup. Board for Imp’ merit of Jas. River on the part of the City of Richmond : Colonel — I have the pleasure of giving you official notice of the fact, that under the contract -with the United States, Mr. B. Maillefert has removed the sunken vessels, &c., near Drewry’s Bluff, so as to give a clear channel-way not less than 250 feet in width and 18 feet in depth, at low water. This I regard as a very important step in the improvement of the navigation of your river. If it should seem desirable, in the interests of your com- merce, that the fact just alluded to, should he brought to the notice of navigators and others, I request that you will take such steps in that direction as may seem suitable. It may, in this connection, be of interest to you for me to state that, under the contract just referred to, Mr. Maillefert has also accomplished additional important results in the James Biver Improvement, as follows : he has removed from the rive r at Warwick the wrecks of three schooners, at Graveyard Beach the wrecks of the Gallego and Plume ; and below Aiken’s, some forty piles, the remains of an old bridge. Under another contract with the United States Engineer Department, dated June 10th, 1871, Mr. Maillefert has en_ tered upon other removals, as follows : at Drewry’s Bluff, the remainder of steamers Jamestown, Virginia, Fredericksburg, Beaufort, the schooner Wythe, the brig Marcus, and parts of several remaining stone cribs ; at Wilton some forty or fifty piles, remains of an old bridge, and part of a steamer. GO Under another contract with the United States Engineer Department, the American Dredging Company of Philadel- phia will soon complete their work of opening the cut-off at Dutch Gap, giving a depth of eighteen feet at high water, and a width of not less than 100 feet. Under another contract with the United States Depart- ment, Messrs. Kalenbach and Barton are about to open a channel through the rock at Rocketts reef, giving a depth of eighteen feet at high water, and a width of 125 feet. I have no doubt of the successful completion of that important step in the improvement of the river. I will conclude this communication, already too long, by again calling attention to one feature of the work undertaken by the United States at Rocketts, Drewry’s, and at Dutch Gap. At each of these points the channel-way is to have a depth of eighteen feet. Thanking yourself and other officials of the city of Rich- mond for their courtesy on all occasions of my intercourse with them, and their efforts to render me all needed assis- tance in the performance of the duty connected with the James River Improvement, which has been entrusted to me by the general government, I remain, very respectfully, Your obd’t serv’t, (Signed,) WM. P. CRAIGIIILL. We beg leave to call your particular attention to several points in the above communication, which are of vital in- terest. First, that while the original idea of restoring the channel on the south bank of the river at Drewry s Blufl has been accomplished, and a channel-way of 250 feet width given, it has now been determined also to entirely remove every vestige of artificial obstruction in the river. Also, that 61 in the opening of the Dutch Gap canal., and cutting a chan- nel way through rocks at Rocketts reef, the standard of eighteen feet depth has been adopted on the part of the gov- ernment. Not only does the committee deeply appreciate the constant and skillful efforts of Col. Craighill, in carrying out the im- provements, which are to result in such great good to us, but we feel that they should also be appreciated and recognized by your OAvn honorable body, and every citizen who has the prosperity of our conpmerce at heart. While the duties of this committee naturally keep con- stantly before our minds the commercial interests of the city, we do not deem it our province to advert to the policy to be followed in securing for them the concentration of proposed railroad improvements. But we deem it proper to advise, that our experience thus far has demonstrated the complete feasibility of the improvements committed to our charge, and that we may safely offer all the facilities for free and uninter- rupted navigation, with a depth of eighteen feet of water, to any trade that may be secured. With such facilities, and the advantages of position in favor of our city, we can but feel confident of the future, and that the course of trade by wise and liberal legislation can easily be turned in our favor. We desire to call the attention of the present Council to our report of March 1st, and the report of Thos. W. McCance, Esq., on 4th of October, 1853, in relation to the property situated between the canal, dock and river, from or near Mayo’s bridge, to the ship-locks We consider this matter of great interest and vital importance, and would request that the City Attorney be directed to give it a thorough investi- gation, as before recommended. Respectfully submitted. ALBERT ORDWAY, Chairman. 62 On a motion of Mr, Isaacs, the Council adopted the follow- ing preamble and resolution, which the clerk was directed to communicate to the officer first named therein : Whereas the reports of the Committee on the Improvement of James River, this day presented to us, do convey the in- formation of successful results' already accomplished, and plans in operation which will contribute greatly to the com- mercial facilities of our city, and for which we are indebted to the skill and energy of the United States Engineer, having charge of the disbursement of the government appropriations, therefore he it Resolved, That the thanks of the Council as representing the city of Richmond, be conveyed to Col. W, P. Craighill, Corps of Engineers United States Army, N. II. Hutton, Esq., and the other officers under his direction, for their con- stant and courteous efforts to carry out the improvements in James river, in such manner as will contribute most to the good of our city, and an assurance of our appreciation of the value of results already accomplished. HISTORY OF TIIE Proceedings of the City Council, IN RELATION TO THE IMPROVEMENT OF JAMES RIVER, IFZROUVE 1829 TO 1371- 9 PROCEEDINGS OF THE COUNCIL OF THE CITY OF RICHMOND, In relation to the Improvement of James River . Preamble and Resolutions adopted and Committees appointed. \ September 3d, 1829. Whereas there exist in the lower James river serious ob- structions to its easy navigation, whereby most of the large sea vessels engaged in foreign commerce are prevented from advancing higher up the river than Warwick, and are com- pelled at that and other places below, to discharge or tran- ship their inward and to receive their outward cargoes, at a great inconvenience to the merchants and others engaged in or connected with commercial pursuits in Richmond, at much hazard, cost and loss to both the owners of merchandise and ship owners, and at the sacrifice of the comfort, health and lives of the captains and crews of the vessels, while the de- lays and perplexities attending the trade on the river are greatly injurious to the commercial advancement of all the towns on its tidewater border. Should these obstructions and difficulties to commercial enterprise be removed, and those aids and facilities given to the commerce of James river, of which it is believed to be highly susceptible, great and decided advantages would result to every class of our citi- zens. A new impulse would be given to public enterprise, and with it the prosperity of all the country and towns 68 bordering on lower James river be greatly advanced ; while it would constitute the finishing link in the extensive and noble undertaking of uniting the eastern and western trade by the James and Kanawha rivers. Nor should the expense attending this work forbid its execution ; it will be inconsiderable when contrasted with the very striking advantages resulting from its completion. However decidedly and deliberately the Hall entertain these opinions, they are indisposed to act on them hastily, or to desire others to do so, without the most careful examination and thorough inquiry, aided by the best information which can be obtained from the most skillful, intelligent and experienced engineers of the country. Resolved, ihtrefore, That a respectful application be addressed to the President of the United States, requesting that he would order the Secretary of War to detail one or more of the engineers engaged in the service of the Ignited States, to examine and survey James river from Newport Neuce Point to Richmond ; to ascertain the various obstruc- tions, the removal of which would at all times admit its free navigation by vessels drawing at least seventeen feet ; to in- quire into the practicability of removing such obstructions ; and, generally, to prepare and submit the most permanent and effectual plan for the improvement of the navigation of the river, with an estimate of the probable cost thereof. Resolved, also , That a petition to the Congress of the United States be prepared and submitted to the citizens of this city, and others engaged in the navigation of the river, for their signatures, praying an adequate appropriation for executing any improvement in the said navigation, which may be recommended by the engineers to be executed. And that copies of such petition be forwarded to the honorable Little- ton W. Tazewell, to the honorable John Tyler, and to the 69 honorable Andrew Stevenson, with a respective request to each that they will give their active aid and co-operation in procuring the enactment of a law making the appropriation aforesaid. Resolved, That the Hall will proceed now to the choice, by ballot, of nine persons, to constitute a committee, for carry- ing into effect the first resolution ; and of nine to carry into effect the second resolution, and that the selection of such committee shall not be confined to the members of the ITall. Committees chosen under first resolution — Messrs. John Marshall, Robert Pollard, John Enders, Joseph Tate, Ja- quelin B. Ilarvie, John A. Lancaster, John Rutherfoord, Robert G. Scott and William Galt. Under second resolution — Messrs. Robert G. Scott, Ed- mund W. Rootes, Joseph Marx, Richard Anderson, Samuel Sublett, Gustavus Lucke, Asa Otis, John Goddin and John Brockenbrough. In Council, May 9, 1836 : On motion of Mr. Scott, the following resolutions were adopted : Resolved, That John Robertson, Esq., the representative in the Congress of the United States from this district, be and he is hereby requsted, to endeavor to obtain an adequate ap- propriation by Congress for removing the obstructions in James river, below this city, and which constitute great ob- stacles to an easy and safe navigation of that river by sea vessels into the harbor of the city of Richmond. Resolved, That the President of the Hall be and he is hereby requested to furnish Mr. Robertson with a copy of the foregoing resolution. October 10th, 1836: On motion of Mr. Scott, the following preamble and reso- lution were adopted : TO It being represented to the Hall, that Mr. Stansbury, an engineer in the service of the United States, is now in this city, for the purpose of making a survey of the lower James river, and of preparing a plan, and submitting an estimate of the costs of removing the obstructions to the navigation of said river ; and that the prompt acquisition of information in regard to the location and extent of the said obstructions, will very much promote the complete and successful execution of the survey contemplated to be made : Resolved, therefore, That a committee of five be appointed to confer with Mr. Stansbury in regard to the proposed sur- vey ; and if it shall be found necessary, that the said commit- tee be and they are hereby authorized to engnge the services of some one familiar with the navigation of the lower James river, to accompany Mr. Stansbury, and to inform him in regard to the situation and character of any obstructions existing in the same. And a committee was appointed, of Messrs. Scott, Caskie, Lancaster, Sublett and Burke. May 26th, 1843: On motion of Mr. Ludlam, Resolved l, That as the commerce of our city suffers serious inconvenience from the obstructions, caused by a ledge of rocks lying immediately below Rocketcs, and from the accu- mulation of sand upon Warwick bar, it is expedient that these obstructions should be removed ; and that a committee be appointed to wait upon the Board of the James River and Kanawha Company, and ascertain whether the machine be- longing to them can be obtained for the above purpose ; and also to ascertain at what cost these obstructions can be removed, and to report to the Council the result of their inquiries. A committee was accordingly appointed, of Messrs. Lud- lam, Clarke and Hobson. 71 June 12th, 1843 : Mr. Ludlam presented the following report : The committee appointed by the Council on the 26th day of May, to make inquiry in regard to the removal of the rocks immediately below Rocketts, and the obstructions on Warwick bar, beg leave to report : that they have obtained from the James River and Kanawha Company, the privilege of using the dredging machine belonging to said company, free of charge, should it be required, either at the rocks or Warwick bar. The chairman of our committee has obtained from the Harbor Master a list of some of the losses that have occurred on account of the said obstructions, and has no doubt that if all the injuries sustained by vessels trading to our city had been enumerated, the amount would have been nearly double that stated in our report. The annexed is a copy of the list furnished by Capt. Burk, the Harbor Master, with a memorandum of the loss sustained on each vessel, at a very moderate estimate ; and in several instances, Capt. Burk says, he believes that but for the timely and efficient aid ren- dered by the citizens at Rocketts, and the crews of vessels lying there, a much heavier loss would have resulted to vessels that have unfortunately struck upon these rocks. He men- tioned particularly the packet schooner Wasp, laden with tobacco, flour and other merchandise, which vessel, in ten minutes after leaving the wharf for New York, at mid-day, struck upon the rocks, and would have filled with water, but for the exertions in pumping and bailing. Had this accident, as well as many others that might be named, occurred at night, the result must have been much more disastrous. As some objection may be entertained by the Council, in making appropriations for removing obstructions from the river clearly without the harbor of the city of Richmond, and as this com- mittee regards the rocks as the greater evil, and find that they can be removed at a very moderate cost, they have directed their attention more particularly to them. From an estimate furnished by Mr. Chas. 0. Sanford, it appears that it will require but three thousand dollars to remove said rocks, and that a channel will then be afforded of two feet more than at present ; this is regarded a sufficient depth for the largest sized vessels now trading to our port. The chair- man of our committee has written to the agents of the various lines of Richmond packets and steamboats at Norfolk, Balti- more, Philadelphia and New York, and stated that as this work would probably have to be done by subscription, they would have to contribute something towards it. A reply has only been received, so far, from Baltimore, which is herewith submitted. The chairman also made an application last Mon- day, to the Directors of the Virginia Fire and Marine Insu- rance Company, who this morning voted unanimously an appropriation of two hundred and fifty dollars towards the work, provided the balance necessary to the completion of it should be obtained. This committee has little doubt, that should two thousand dollars be appropriated towards the un- dertaking, the balance could be readily made up from indivi- dual subscription. It is deemed unnecessary by your com- mittee to urge upon the Council the necessity of having these hidden and dangerous enemies of our commerce removed from the channel of the river. The annexed list will sIioav how great has been, and how much greater might have been the losses resulting therefrom. They will here close their report, by referring to an outlay of a thousand dollars by a former Council a few years since, for removing a vessel from the bar, which was lost there and sunk in the channel. After numerous efforts to compel the owners of this vessel, (the brig Cobhesconti,) to remove her from the channel, which proved ineffectual — she was finally removed by the City Council at the above cost. Laying aside, there- fore, all considerations for our mercantile and commercial in- teres t-s, we leave it to the Council to decide whether an out- lay of tAVO thousand dollars would not be a judicious one on the part of the city, in order to obviate the liability of such further expenses. All of which is respectfully submitted. And the foregoing report having been read, together with the list of vessels injured on the rocks, and the probable amount of damage sustained, which is estimated at eight thousand dollars, besides several vessels the damage to which could not be ascertained. Ordered, That the same be laid on the table. June 2Gtli, 1843 • On motion of Mr. Ludlam, the following resolution was adopted : Resolved , That the Council will appropriate towards the expense of removing the rocks from the harbor, immediately below Rocketts, two-thirds of the expense, when the work is fully and satisfactorily completed, yielding a channel of one hundred feet wide, and two feet additional depth of water, provided the whole expense shall not exceed three thousand dollars — the said Avork to be done under the direction of a committee appointed by the Council. And that the said com- mittee report to the next meeting of the Council, a scheme of a contract in conformity with the principles of this resolution. November 13th, 1843 : Be it resolved, That a committee be appointed to prepare two memorials, addressed to the Congress of the United States — one in the name of the city of Richmond, by the Council, and the other in the name of the citizens of Rich- mond, merchants and others, asking the passage of a law, and an appropriation for the improA r ement of the tidewater navi° 10 gation of James river, by the removal of bars and other ob- structions, and by such other works as may be required. Resolved , That an agent be appointed by the Council, to attend in the city of Washington, on the next session of Con- gress, for the purpose of seeing to the due presentation of the said memorials, and urging the passage of a law in confor- mity thereto ; and that the sum of one thousand dollars be appropriated out of the city revenue for the compensation of his services. And Messrs. Wickham, Ludlam anl Haskins, were appointed a committee under first resolution, and Mr. John Brockenbrough, agent, under second resolution. [The following is the preamble to the foregoing resolutions, which, with the resolutions, was laid on the table October 12th, 1813, and adopted November 13th, 1843.] Whereas it has been ascertained, as far as such facts can be ascertained, previous to actual experiment, that the naviga- tion of James river, below the city of Richmond, at an ex- pense, which may be regarded as moderate for so important an object, may be so improved as to bring close to the city o£ Richmond vessels of the largest class engaged in the trade of this river, thereby contributing greatly to the economy and facility of shipping, and to the health of the crews of vessels, who would be removed from most unwholesome stations to the healthiest spot on the tide-water of the river, the port of Richmond ; and whereas this river, from the magnitude of its trade, and the number of ships, and quantity of tonnage en- gaged in it, which it is believed are little understood, and greatly underrated by the public at large, justly demand the attention of government, by which it has been hitherto wholly neglected and left in a state of nature ; and whereas the means of the State government have been liberally employed in the improvement of the upper navigation, which lies wholly within its jurisdiction, and it cannot be expected to engage 75 its resources, already heavily charged with that and similar undertakings, in facilitating the navigation below Richmond, over which it cannot by law exercise any control, and from which it can derive no revenue. And, on the contrary, the General Government has by law the whole control over this navigation, and derives a great revenue from it, cither directly in duties collected here, or indirectly in duties collected else- where on the returns for shipments made from this river ; and it is therefore bound to provide for the safety of this naviga- tion, and to facilitate its convenience and extension; and whereas great sums of money have been expended by the General Government in improving the navigation of other rivers, navigable by sea vessels, some of them of much less importance than James river ; and it is believed that but for the neglect or opposition, or aversion of those who ought to have attended to this interest, this river would, in common with others, have received the care of that government which controls its navigation, and receives the proper fund out of which it should be improved, to wit : the revenues derived from it ; and whereas it is expedient that some decided and vigorous measure should be adopted on this subject, and it is apprehended that no cordial and zealous support can be expected from our present representative in Congress, whose constitu- tional scruples on this subject are well known : Therefore, &c. March 9th, 1846 : Resolved, That James Lyons and Robert G. Scott, Esqs. , be appointed an agency, to proceed to Washington, and use their efforts to obtain from Congress an appropriation for clearing out the obstructions in James river, from Harrison's Bar to the city of Richmond ; and that the Chamberlain place at their disposal Ml papers relating thereto which may be in his possession, in accordance with a resolution of the City Council of the 8th day of December last. 76 Resolved That the sum of five hundred dollars be paid over to them by the Chamberlain, for the purpose of defray- ing any expenses they may incur in the discharge of the above duties. Resolved, That the President be requested to inform the said gentlemen of their appointment forthwith. November 10th, 1851 : The following report, which was laid upon the table on the 10th inst., was taken up : The committee, to whom was referred the memorial of a large number of citizens, in relation to the importance of the improvement of the navigation of James river, respectfully submit the following report : On the 0th of May, 1836, the Council, on the motion of Mr. Robert G. Scott, requested John Robertson, Esq., then the representative in Congress, from this district, to obtain an adequate appropriation by Congress, for removing the ob- structions in James river, below this city. Within two months after this resolution, Congress passed the act of the 4th of July, 1836, whereby there was placed at the disposition of the President sums of money for various objects — among which was five hundred dollars for a survey of James river, with a view of improving the harbor of Richmond. Under this act, Mr. Howard Stansbury, a Civil Engineer of the United States, made a survey of James river in the fall of 1836. When he was in Richmond that fall, the Council appointed a committee to confer with him, and engage a person familiar with the navigation of the river to accompany him, and in- form him in regard to the situation and character of the ob- structions in it. After a conference with the committee, Mr. Stansbury, with the aid of an old and experienced pilot, pro- ceeded to examine James river from Richmond to its mouth. In the latter part of January, 1837, he made his report to Col. Abert, (a Topographical Engineer of the United States Army,) wherein he pointed out the nature and extent of the obstructions, together w T ith the means (which he deemed proper) to be applied to their removal. Commencing at the mouth of the river, Mr. Stansbury mentions : 1. The White Shoals, and the necessity of a buoy to point out their posi- tion. 2. About five miles above the White Shoals, a reef projecting from Day’s Point, on the south, requiring only to be denoted in like manner, to be easily avoided. 3. After the channel from Day’s Point, is nearly due west, for about four miles, a spot (where it turns directly to the north,) de- nominated the Point of Shoals, where there will be necessity for a small light directly upon the point of the reef, to indi- cate its position, and for four buoys, to mark two narrow passages. 4. Eight miles above the point of shoals, two reefs, termed Lyons’ Creek Shoals, and Deep Water Shoals, ap- proaching from opposite sides of the river, to within three hundred yards of each other, and the necessity for a buoy off the point of each of these, and off the point of Hog Island Shoals, and off Swan’s Point, opposite Jamestown, and at each end of the shoal termed the “ Goosehill Flats.” These are all the obstructions pointed out by Mr. Stansbury below Harrison’s Bar. They required an expenditure compara- tively small ; and for some of them Congress has made pro- vision, in its acts appropriating money for light-houses, light- boats, beacon-lights, buoys, &c. Thus, by an act of the 7th of July, 1838, it appropriated two thousand dollars for placing- spar buoys in James river, between Day’s Point and Rich- mond city ; and by an act of the 28th of September, 1850, three thousand five hundred dollars, for four beacons in James river, viz : one on White Shoal, one on Blavess Bluff Shoal, one on Point Shoal, and one on Deep Water Shoal. 78 We come now to the most importrnt obstruction — that at Harrison’s Bar, five miles below City Point — an obstruction, the removal of which, is a matter of great interest to Peters- burg as well as Richmond. At this bar Mr. Stansbury pro- posed to dredge a channel, two hundred yards wide, to a depth of seventeen feet at high water ; to have two buoys at each end to mark the exact position of the passage, and to cut off the point of the shoal making out from Harrison’s Point. The straightening the channel thus, Mr. Stansbury was con- fident would prove a valuable and permanent improvement ; for, in his opinion, the bar is not 44 a mere deposit of sedi- ment made by the river, but a portion of its original bed, which the current, owing to its protected situation, and the nature of the earth of which it is formed, has been unable to corrode and carry away ; but which, once removed, would not he likely to form again." In this opinion, Mr. Stans bury is supported by Mr. Edmund Ruffin. This gentleman, while residing at Coggin’s Point, having caused to be sunk two shafts, one of them forty-nine feet below high tide, de- scribes in his essay on calcareous manures, the different strata exposed by sinking these shafts, and makes these re- marks — 44 The whole bottom of the river across to Berkeley, (below the thin covering of loose and soft mud,) according to its variation of depth, must be formed of one or another of the same layers, shown in this digging of forty-nine feet be- low the water level ; and of course Harrison's Bar, which lies between the Coyyin's and Berkeley shores, must be so formed. No earth more strongly resists the washing action of water than the gypseous earth, even when the least mixed with clay. This peculiar quality must be the cause of the existence of this bar, which presents so serious an obstacle to the navigation of the river ; and it may be thence inferred what would be the degree of difficulty of its removal, and also that the removal, if effected, would be permanent." 79 The quantity of earth necessary to be excavated at Harri- son’s Bar, Mr. Stansbury estimates, will amount to sixty- seven thousand cubic yards. The removal of the obstruction at this bar would open an ug&nterrupted navigation for ves- sels requiring seventeen feet, to Cox’s Bar, about twenty miles below Richmond. This, says Mr. Stansbury, c ‘ con- sists of a shoal in the channel, extending for about two-thirds of a mile, and will require an average excavation of two feet for that distance, amounting to thirty-nine thousand cubic yards. This will open a free passage for vessels requiring seventeen feet, up to Warwick Bar, five miles below Rich- mond.” After mentioning the Richmond Bar, about two miles above i Warwick Bar, and stating that for the greater part of the dis- tance between these two bars, and for nearly half the distance between Richmond Bar and the city, fifteen feet is afforded at ordinary high tides ; while owing to the obstacle presented by the Richmond Bar, no vessel drawing more than ten feet | water can pass above that point ; M^r. Stansbury proposed to deepen the channel by dredging, so as to allow vessels that can come up as high as Warwick to proceed to Richmond. His plan was to have two dredging machines employed, first to dredge out a channel entirely through the Richmond Bar, , nine feet deep at low water ; and, secondly, to give a uniform depth of nine feet at low water, or fifteen feet at high water, to other parts of the river. Mr. Stansbury tells us, he had no doubt as to the entire practicability of removing the ob- structions within a reasonable time, and at a moderate expense, his only fear was, that the channel thus opened would soon fill up, or if it should not, that another bar would be formed below the present one. He inclined, however, to the opinion, that the improvement would be much more permanent and beneficial than might at first be supposed. Having assigned 80 for this opinion very forcible reasons, he considered the prac- ticability and propiety of giving such a depth to the river above Warwick, as will allow a draught of seventeen feet all the way to Richmond. After stating that with the exception of a small portion of the space where the depth is sufficient already, the whole distance between these points will require dredging a depth of two feet, he made an estimate of the pro- bable expense of making all the improvements upon the plan proposed. According to his estimate, it would cost to remove all the obstructions from Richmond to Harrison’s Bar, inclu- sive, one hundred and three thousand four hundred dollars; and to remove those below that bar eleven thousand eight hun- dred dollars, making the aggregate cost of all the improve- ments projected in James river one hundred and fifteen thou- sand two hundred dollars, of which there would be required, for the first year, sixty-three thousand two hundred dollars, and for four years thereafter, or until the object was effected, the annual sum of thirteen thousand dollars. Fourteen years have elapsed since an engineer in the em- ployment of the United States made this report, a report which led the Council, in the fall of 1843, to declare that “ it has been ascertained, as far as such facts can be ascertained, previous to actual experiment, that the navigation of James river below the city of Richmond, (at an expense which may be regarded as moderate for so important an object,) may be so improved as to bring close to the city of Richmond vessels engaged in the trade of this river, thereby greatly contri- buting to the economy and facility of shipping, and to the health of the crews of vessels, who would be removed from most unwholesome stations to the healthiest spot on the tide- water of the river — the port of Richmond.” Nevertheless, Congress has, so far, made no appropriation for the improve- ment of this river at all adequate to the object. Its failure to make such an appropriation is not to be ascribed to any 81 doubt on the part of the majority of Congress as to its con- stitutional power. As incidents to the power “ to lay and collect taxes, duties, imposts and excises,” Congress has authorized the purchase and building of custom houses, revenue cutters, and public warehouses. Under the power “to regulate oommerce with foreign nations, and among the several States,” it has prescribed what shall constitute Ame- rican vessels, and conferred privileges upon them ; it has re- quired the seamen aboard to be Americans, and made regula- tions for their government ; it has laid embargoes in time of peace. And under these two powers it has, year after year, pro- vided for light-houses, beacon-lights, piers and buoys, to render navigation more safe and easy ; it has, moreover, appropriated large sums of money, to be expended in other States, for im- proving harbors, building break-waters, and removing ob- structions in navigable waters. Before Mr. Stansbury’s report, such appropriations had been made, during the administration of Mr. Adams,* and of Gen. Jacksonjf and since that report, there have been repeated acts making appropriations of the same nature. The last act of this nature, approved by Gen. Jackson, to wit ; that of the third of March, 1837, contained appropriations to the amount of one million six hundred and eighty-two thousand one hun- dred and eighty-eight dollars. The appropriations in the act of July seventh, 1838, approved by Mr. Van Buren, amounted to one million three hundred and seventy-five thousand and seven dollars, 94 cents ; and those in the acts of August 23d, 1842 and June, 1844, approved by Mr. Tyler, to eight hun- dred and thirty-one thousand five hundred dollars. These * See Acts of 19th and 23d May, 1828, in Session Acts p. 49, 66, 70, and Acts of March 2d and 3d, 1829, p. 33 and 59. f See Acts of April 23d, 1830, p. 52; March 2d, 1831, p. 52 and 56 ; July 3d, 1832, p. 134; March 2d, 1833, p. 69 and 73 ; June 28th and 30th, 1834, p. 68 and J03; March 3d, 1833, p. 16 ; July 2d and 4th, 1836, p. 145 and 248. 11 82 amounts are exclusive of what are contained in acts for build- ing light-houses, light-boats, beacon-lights, buoys, &c. ; and many of the rivers, for removing obstructions in which appro- priations have been made, are of much less importance than James river. The system of appropriation by Congress for rivers and harbors was, in a measure, arrested by Mr. Polk. To two bills making such appropriations he refused his assent. “ If,” he said, “ the power to improve a harbor be admitted, it is not easy to perceive how the power to deepen every inlet on the ocean or the lakes, and make harbors where there are none, can be denied. If the power to clean out or deepen the chan- nel of rivers near their mouths be admitted, it is not easy to perceive how the power to improve them to their fountain head, and make them navigable to their sources, can be denied-” Mr. Polk could not perceive any intermediate grounds. ‘‘The power to improve harbors and rivers for purposes of naviga- tion, by deepening or cleaning out, by dams or sluices, by locking or canaling,” he thought “ must be admitted, without any other limitation than the discretion of Congress, or it must be denied altogether.” Without going into the question, as to the constitutional power of Congress to appropriate money for improving har- bors and removing obstructions in navigable waters, the peo- ple of this State have surely a right to insist, if Congress con- tinue to make such appropriations, that it shall conform as near as practicable to the spirit of the provision (in the sixth clause of the ninth section of the first article of the Constitu- tion,) that “ no preference shall be given, by any regulation of commerce or revenue, to the ports of one State over those of another ; nor shall vessels bound to or from one State be obliged to enter, clear, or pay duties in another.” The spirit of this provision, we think, is not conformed to by Congress, 83 when it makes such appropriations as it has made for improv- ing the ports and rivers of other States, and yet withholds an adequate appropriation for improving the navigation of James river : a river which, (as was said by the Council of 1843,) “from the magnitude of its trade and the number of ships and quantity of tonnage engaged in it,” justly demands the attention of Government, as much as others which have received such attention. Dissatisfied with the manner in which Congress has dealt with this subject, some of our citizens procured from the State Legislature the act of the fifth of March, ]846, incorporating a company to render James river capable of being navigated at any season, at high water from Rocketts to Bermuda Hun- dred, by vessels drawing eleven and a half feet water ; and allowing the company, in consideration of its doing this, to charge each vessel a sum of from eleven to eighty-eight dol- lars, according to the number of feet of water it draws. The Constitution of the United States providing (art. 1, § 10, clause 3) “that no State shall, without the consent of Con- gress, lay any duty of tonnage.” Congress, on the third of March, 1847, gave its consent to this act, with a proviso, however, that Congress might, at any time, repeal or modify the act giving its consent. Nothing has, so far, been done under these acts of 1846 and 1847 ; and the time allowed by the act of 1846 has ex- pired. Even if it had not, we think nothing should be done under any act of such a nature, while there is a reasonable hope of accomplishing the object upon terms less objectionable. The interests, not only of Richmond, but of all the country, sending produce to or receiving goods from this city forbid, and justice also forbids, that the imports to and exports from Richmond should be burthened with such charges as this act contemplates, when in other States, without such charges, 84 obstructions have been removed from rivers having no ri^ht O O to be preferred to ours. There are some who concurring in this view, would yet pre- fer the obstructions in James river to be removed by an ap- propriation trom the treasury of the State, rather than from the treasury of the nation. On this subject, the views of the Council, in the fall of 1843, were expressed, in the preamble then adopted on the motion of Mr. Wickham. That pream- ble recites, that “the means of the State government have been liberally employed in the improvement of the upper nav- igation which lies wholly within its jurisdiction, and it cannot be expected to engage its resources, already heavily charged with that and similar undertakings, in facilitating the navigation below Richmond, over which it cannot, by law, ex- ercise any control, and from which it can derive no revenue ; ” that, “on the contrary, the general government has, by law, the whole control over this navigation, and derives a great revenue from it, either directly in duties collected here, or indirectly in duties collected elsewhere on the returns for shipments made from this river ; ” and that “ it is therefore bound to provide for the safety of this navigation, and to facilitate its convenience and extension.” If Congress were to abandon the system of improving har- bors and rivers by appropriations from the treasury of the na- tion, Virginia would be under increased obligations to provide for the improvement, by her own means, of her rivers and harbors, below as well as above tide-water. But while that system continues, and other portions of the country are deriving benefit from it, we cannot feel confident that an appropria- tion for the improvement of tin navigation of James river below Richmond will be made fr u the State treasury. Xev- ertlieless, we do not consider it necessary to confine the ap- plication on this subject to Congress exclusively. 85 Supposing it to be proper to effect this improvement, it is very clear that it can only be made under the authority of the State Legislature or of Congress. This being so, the Legis- lature of the State, we think, should do one of two things : it should either make adequate provision for it, or insist on such provision being made by Congress. Those jealous of conceding to the General Government any right of jurisdiction over the soil of the State, and opposed to the system of appropriations by Congress, cannot reasonably oppose an adequate provision by the State Legislature. On the other hand, those who oppose a provision by the Legislature, on the ground that the appropri • ation should come from Congress, should insist that such ap • propriation be made. Either way, the subject deserves the at- tention of the State government. Such attention is proper, if regard be had to the agricultural and commercial interests of a large portion of the State ; especially now, when the trade to and from Richmond, Petersburg and Norfolk is about to be increased so largely by means of the canal and railroads in progress to the west. Great as may be the benefits resulting from the railroad and locomotive, we are not of the number of those who would “depreciate the importance of river navigation.” Whatever will improve the navigation of the James, and diminish the cost of transportation on it, we regard as matter of deep interest to an extensive back country ; to Lynchburg and every other town convenient to James river canal, or any railroad in the direction of the James or Appomattox, to Norfolk and to Petersburg, as well as Richmond. Under an act of the General Assembly, at its last session, sanctioning the transfer to the city of Petersburg of stock of the State and individuals in the Lower Appomattox Company, the Council of Petersburg has authorized the employment of a competent engineer to survey the Appomattox from Peters- 86 burg to deep water, so as to ascertain the best mode and cost of removing the rock and other obstructions therein. Whether or no the Council of Petersburg shall have the obstructions in the Appomattox removed at the expense of the city — Pe- tersburg has a common interest with Richmond in the im- provement of the navigation of James river, from the mouth of the Appomattox to the mouth of the James. These two cities are mentioned together in the bill making appropria- tions for the improvement of certain harbors and rivers, as it passed the House of Representatives, and was sent to the Senate at the last session of Congress. There was in that bill an appropriation of twenty thousand dollars, “ for the improvement and further survey of the harbor at Richmond city, Virginia, and the James river, from said harbor to the mouth of said river, and from the junction of said river with the Appomattox river to the city of Petersburg.” The bill which contained this small appropri? tion, appropriated more than two millions of dollars for other objects, among which there was — “ for the removal of obstructions to the naviga- tion of the Hudson river, above and below Albany,” seventy- five thousand dollars, in addition to large sums appropriated in former years. Whether the improvement of James river be provided for by an appropriation from the treasury of the State, or of the nation, the cities and country interested should desire that appropriation to be adequate to the object, and the improve- ment to be of such kind, and in such manner as will most facilitate navigation, and be best adapted to the exigency. The committee recommend to the Council to adopt the follow- ing resolutions : Resolved, That the delegates and senators representing this city in the General Assembly of the State, be requested to apply to the General Assembly, either to make adequate 87 provision for the improvement of the navigation of James river below the head of tide-water, or to insist on such pro„- vision being made by Congress. Resolved, That the representative from this district and the senators from this State in the Congress of the United States, be requested to use their best efforts to obtain from Congress an adequate appropriation for the improvement of the navigation of James river, below the head of tide-water, unless the Legislature of the State shall, by making promptly adequate provision for its improvement, render such appro- priation unnecessary. Resolved, That there be appointed by the Council from each ward three persons, of whom one shall be a member of the Council, -and the other two members of the Council or citizens, to constitute a committee, whose duty it shall be to endeavor to obtain such provision or appropriation. Resolved, That of the foregoing report and resolutions there be printed copies, to be disposed of as said com- mittee may direct ; and that to defray any necessary expenses of the committee, there be paid upon the order of its chair- man a sum not exceeding dollars. The foregoing report was approved, and the resolutions of the committee were severally adopted by the Council. And the blanks in the fourth resolution were filled, the first with the words “one thousand,” so as to read “ one thousand copies,” and the last with the words “ five hundred,” so as to read “ five hundred dollars.” A committee was accordingly appointed, of Messrs. Chas. Dimmock, Thomas H. Ellis and Horace L. Kent, for Monroe ward ; Hugh W. Fry, Thomas T. Giles and Thomas W. Mc- Cance, for Madison ward ; and Joseph M. Carrington, Luther Libby and Loftin N. Ellett, for Jefferson ward. 88 May 3d, 1852 : On motion of Mr. Anderson, Resolved , That a committee of three be appointed to make application to the Bureau of the United States Coast Survey, to cause a survey and soundings to be made of the James river, from this city to City Point ; and that said committee do report to this body the result of their application. A committee was accordingly appointed, of Mersrs. An- derson, Fry and Haskins. June 10th, 1852 : Mr. Anderson, from the select committee on the subject, presented a correspondence between them and A. D. Bache, Superintendent of the Coast Survey, respecting the arrange- ments made for a survey of James river. And the same having been read, on motion of Mr. Anderson, the thirteenth rule having been first suspended : Resolved, That the committee appointed to correspond with the “ Coast Survey Bureau,” be authorized to draw on the Chamberlain for a sum not exceeding five hundred dollars, should the same be found necessary in their opinion to pay expenses incurred in the contemplated survey of James river. Mr. Dimmock submitted a communication, received by him from Charles S. Morgan, transmitting statements and infor- mation in relation to the improvement of the harbor of Balti- more : Whereupon, Ordered, That the same be referred to the said committee. Report of committee appointed under resolutions of Nov. 19, 1852, ordered to be printed Sept. 13, 1852 — [not recorded.] September 21st, 1852 ; On consideration of the report of the committee appointed by the Council on the nineteenth of November, 1851, to en- deavor to obtain a provision or appropriation for the improve- ment of James river below the head of tide-wate : Resolved, That the Council approve the manner in which the said committee have proceeded in discharge of their duties ; and in accordance with the recommendation contained in their report, doth appoint Messrs. Anderson, McCance and Has- kins, to represent the city before the department at Washing- ton having charge of the appropriation which has been made ; to confer with the department in regard to it, and to attend to the application of the money in the mode best suited to ad- vance the interests of Richmond, And any reasonable ex- penses incurred by the members of the committee under this appointment, may, upon being laid before the Committee of Claims, and approved by it, be paid upon the order of the chairman of that committee. Ordered, That the said report, as to the other matters therein, be laid on the table. June 13th, 1853 : Mr. Anderson presented the following report : “ The Committee on the ‘ Improvement of the River ’ re- port — that the surveys and soundings are progressing steadily under the direction of the able officers of the United States Coast Survey, and the construction of the work has been placed under the superintendence of one of the most distinguished and experienced officers of the United States Engineer Corps, Col. R. E. DeRussy. “ The committee have obtained from the engineer officer late in charge of the improvement, an estimate of the probable cost of obtaining fifteen feet water at ordinary high tide up to the wharves of the city ; from which it appears that this can be accomplished by dredging, by the expenditure of only som3 thirty-one thousand dollars, and there remains of the appro- 12 90 priation by Congress, applicable to this object, about nine- teen thousand dollars. In view of the vast importance to our city of hastening this improvement, and of the uncertainty of future appropriations by Congress, your committee are unani- mously of opinion that the city should supply the means re- quired to complete it, if necessary , even were the sum many times greater than they have reason to expect it will be from the above estimate Now, when our State has, at the last session of the Legislature, appropriated some twelve millions af dollars towards the completion of a great system of rail- roads and canals, much the greater portion of which converge in the direction of our city ; when our own people have volun- tarily submitted to municipal taxation, in addition to the large proportion they already contribute to the State revenues, in order to grant further aid to the completion of these great lines ; when, in a very short time, we may expect our city to have connexion by railroad and canal, with the Ohio river, with the Mississippi by the South-Western Railroad, also with the heart of Kentucky by means of the Cumberland Gap road, and with the rich valleys of the Yadkin and Catawba, by the Danville road, to say nothing of the wide extent and boundless resources of our own great State — an empire within itself, which these improvements, and their numerous auxilaries, will open to our market. “ Your committee are of opinion that no time should be lost in obtaining an improvement which is all that remains to give Richmond an advantage in position over all other Atlantic cities, for much of the trade of the West and South-west, and to place her prosperity upon a sure and enduring basis. They therefore recommend to the Council the adoption of the fol- lowing resolutions : “ Resolved , That the Council regard the deepening of the channel of the river, so that vessels drawing fifteen feet of 91 water may come to our wharves, an object of paramount im- portance to the trade and growth of the city. “ Resolved , That to supply the deficiencies that may exist in the appropriations of Congress, the Committee on the ‘ Im- provement of James River’ are authorized to draw on the Chamberlain for a sum not to exceed, for the present, twelve thousand dollars, which may be placed by them in the hands of the United States engineer officer in charge of the improve- ment of the river, and applied to the purchase of dredging machines, or in such other way as in the opinion of the com- mittee will best promote the object in view. “ All of which is respectfully submitted by “JOSEPH R. ANDERSON. “THOS. W. McCANCE. “R. 0 HASKINS.” At a meeting of the City Council, held May 1st, 1854, the following communication from the President of the James River and Kanawha Company, and the accompanying Report of the Engineer of said Company, were laid on the table and ordered to be printed : Office of the James River and Kanawha Co., Richmond, April 25, 1854. To the Council of the City of Richmond : The City Council on. the 4th of October last, adopted a resolution instructing their attorney to apply to the Hustings Court for the appointment of commissioners to condemn the land between the dock and James river, for the purpose of con- structing wharves at the expense oT the city, for the accom- modation of shipping engaged in its commerce. In confor- mity with that resolution, the city attorney has this day caused notice to be served upon me, that the application for the ap- pointment of commissioners will be made on the 8th of the 92 ensuing month, and has made the James River and Kanawha Company a party to the proceedings. The company some time since authorized its president to adopt such measures as he might deem necessary to protect its interests in the premi- ses. Before the subject, therefore, is brought to the conside- ration of the court, I beg leave respectfully, in behalf of the company, to submit some reasons which in my judgment should induce the Council to reconsider its resolution, and suspend all further action under it. The company, at great expense to its stockholders, including the city and the Commonwealth, has constructed its dock, to accommodate the very trade for which the wharves are pro- posed to be constructed. It has encountered difficulties which at one time were deemed almost insurmountable, and having at length overcome them, it has nearly completed its work, which in a very short time will be ready for use. The em- bankment produced by the dock along its entire line, will afford wharfage more than sufficient for the whole shipping at present engaged in the commerce of the city, and whenever that commerce shall increase to such extent as to justify the expense, it has been, and is, the design of the company, to enlarge the dock, by extending it over the land now proposed to be condemned by the city ; that being in truth the only property upon which an enlarged basin could be constructed without destroying streets which are essential outlets to the trade to be accommodated. Is it proper, then, under these circumstances, for the city to condemn property thus neces- sary for an enlargement of the dock, and to construct wharves thereon, which if profitable, must to that extent come into competition with the dock, and, in the same proportion, diminish the prospect of remuneration calculated upon by the company and its friends, and lessen the value of the stock held by the city in the company’s improvement ? 93 The Council, upon reflection, will not fail to perceive the disadvantages under which the city will labor in a competition which must arise between the dock and the city wharves. The upland trade seeking to be exported, cannot reach the ship- ping lying at the proposed wharves without passing through the dock and into the river, or without undergoing a tranship- ment and a transportation by land, incurring the expense of either dockage or drayage, or both, and then of wharfage besides, while if produce be taken on board the ships in the dock, the drayage and wharfage will be avoided. Vessels will not unload goods even for city consumption, unless they can re-load with the produce intended for exportation coming from above, at the same point. The consequence will be that how- ever low the wharf charges may be, but few will use the wharves, and the city cannot be remunerated for the heavy outlay it must encounter. Or if remuneration is not the ob- ject, but accommodation of trade merely, it is manifest that with the additional burdens and charges alluded to, that ac- commodation will not be afforded. The city of Richmond, and a large number of its citizens in their individual capacity, are owners of stock in the James River and Kanawha Company to the amount of nearly nine hundred thousand dollars ; and the Bank of Virginia, in which so many of its citizens are likewise interested, is the owner of stock to the amount of five hundred thousand dollars. Much has been done by the State, and every thing by the company with ; n its capacity, to bring the trade of the interior to the city, and to afford it a cheap and commodious outlet. For these reasons alone, it would seem to be politic on the part of the Council not to throw obstacles in the way of the success of the company, nor to do any thing which might probably cripple its present advancement or injure its future prospects, particularly when the interests of the city are not in conflict with the aims and ends of the company. 94 Other considerations, more especially those of a local and pecuniary character, might be suggested, some of which will he found stated in the accompanying report made to the board of directors of this company by the engineer on the eastern division of the canal ; but contenting myself with this brief reference to the subject, I feel it my duty earnestly to invite the attention of the Council to the views already presented. It is proper further to state, that a large portion of the land which the city proposes to condemn is the property of the James River and Kanawha Company, and if the conside- rations above presented fail to convince your honorable body of the justice of our position, they must nevertheless convince you of our sincerity in maintaining it, and that the company will by every lawful means resist the condemnation of its pro- perty for the purposes of a rival work. In conclusion, I respectfully request on behalf of the com- pany a reconsideration of the resolution adopted by the Coun- cil on the 4th of October last, confident in the belief that subsequent reflection will induce the Council to direct its attorney not to apply for the condemnation of the land re- ferred to, and to suspend all further proceedings in the case. I have the honor to be, with great respect, &c., THOMAS H. ELLIS, Pres’t of the Janies River and Kanawha Company. Richmond, Feb. 2d, 1854. Thomas II. Ellis, Esq., Pres’t James River and Kanawha Company : Sir — In compliance with the resolution of the board of directors of 6th ult., I have the honor to submit the follow- ing report upon the plan of constructing wharves on the north bank of James river, as proposed by the Council of the city of Richmond. I remain, sir, your most obedient serv’t, D. S. WALTON, Engineer E. D. 95 REPORT. The only information I have been able to obtain with re- gard to the proposed improvement, is contained in the report of Thomas McCance, Esq., to the City Council, dated 29th September, 1853, in which report the committee of the City Council recommend an application to the Hustings Court for the condemnation of all the land east of Mayo’s bridge, be- tween the dock and the river, for the purpose of erecting wharves. The committee also suggest that the river may be made available for vessels drawing from 8 to 12 feet water alongside of these wharves. No definite plan for the* construction of the wharves, nor other data upon which to base a calculation of their cost being furnished by the committee, I have made an estimate upon two plans, based upon the following premises, viz : The 1st Flan . — To wharf from the head of the ship-lock to Mayo’s bridge, a distance of 4,300 feet, with a wooden wharf to within one foot of the water level, or 11 feet in height — upon this to build a wall of masonry, laid in hydrau- lic cement, similar to our recently built dock walls, high enough to be above the reach of freshes in the river, or 17 feet above low water mark. Making the whole height of wharfing 29 feet above the bottom of the channel, which is proposed to be 12 feet deep. The whole space between the above wharf and the high ground back of it to be filled with the earth dredged from the channel, which must be necessarily dredged to a width of 300 feet in front of the wharves. 96 The probable cost on the above plan I would estimate as follows : 175.000 lineal feet of timber, at 20 cents, - $35,000 310.000 feet B. M. plank, at $20, - - 6,200 8,800 cubic yards stone in cribs, at $2 50, - 22,000 30.000 lbs. wrought iron bolts, at 8 cents, - 2,400 18,600 cubic yards hydraulic masonry, at $6, - 111,600 239.000 cubic yards dredging, at 20 cents, - 47,800 172.000 cubic yards filling, made from above, at 10 cents, - 17,200 $242,200 For contingencies add 10 per cent. - - 24,220 Cost, exclusive of land damages, - - $266,420 2d Plan . — Similar to the above, excepting that the wharf- ing is to be entirely of wood, and be raised only to a height of 5 feet above low water mark. Probable Cost 266.000 lineal feet timber, at 20 cents, - $53,200 310.000 feet B. M. plank, at $20, - - 6,200 8,800 cubic yards stone in cribs at $2 50, - 22,000 46,500 lbs. wrought iron bolts, at 8 cents, - 3,480 239.000 cubic yards dredging, at 20 cents, - 47,800 60.000 cubic yards filling, from above, at 10 cts., 6,000 $138,680 Add 10 per cent, for contingencies, - - 13,868 Total cost, exclusive of land damages, - $152,548 The land damages to be added to either estimate may be taken at $100,000. It is probable that in dredging the chan- nel, work will be encountered whch is not provided for in 97 either of the above estimates and which will add greatly to their amount. Both of the above plans are liable from their locality to serious objections and many contingent expenses in mainte- nance. The principal difficulty and expense will be the main- taining; the channel in front of the wharves at a sufficient O depth. The situation being at the head of tide-water, where the current of James river receives its first check from the flood tide, is naturally liable to large deposits of mud from every fresh in the river or in any of its tributaries east of the Blue Ridge. Shockoe creek also deposits at its mouth with every shower large quantities of sand. The large bar now extending from the mouth of Shockoe creek nearly to Rocketts in length, and nearly out to the island in breadth, and visible at half-tide, has formed from the causes above stated. This deposit is also constantly accumulating, as is shown by the fact that for more than one year past large quantities of sand have been taken for build- ing purposes by the company's force and other parties, I should say 30 to 50 cubic yards per day, yet no sensible im- pression has been made on the bar, but on the contrary it is constantly becoming larger. After every fresh, therefore, or heavy rain, the channel will be obstructed by sand bars, which will require the service of a dredge boat for their removal, and involve a detention on vessels using it until it is cleaned out. The expense of working a dredge boat may be put down at $6,000 per annum, including wear and tear. How much of her service would be required in removing obstructions is un- certain, but may, I think, be set down at six months, or $3,000 per annum. If the high or first plan of the wharf were adopted, a ves sel of 300 tons would, during the low water of summer, lay 13 98 with her deck from 12 to 15 feet below the top of the dock, thus involving the expense of raising and lowering her cargo this additional number of feet. On the other hand, if the low or second plan were adopted, it would be liable to be submerged many times during the fall and winter months, rendering access to it impossible on ac- count of the water, and afterwards of the mud. The condi- tion of the wharves at Rocketts during this and past winters I refer to as proof of this. The situation, without regard to plan of wharfage, is an un- safe harbor for vessels to lie in — the current in a fresh during ebb tide being exceedingly rapid, and sets in towards the north shore, quantities of trees and driftwood are brought down and would be driven against the vessels lying at the wharves, causing serious damage. The improvement, if carried out, would forever debar the James River and Kanawha Company from all chance of en- larging their dock, should their future business require it, as it would occupy the only space available to the company for that purpose, and the only practicable site for a dock or har- bor in the city or its vicinity. The area of the dock and its wharfage may be enlarged to t hree times its present capacity, should the business justify it hereafter, by extending out into the river on that site, a pier from Mayo’s bridge to Rocketts very nearly on the plan and site proposed for the wharves, and removing the earth between the pier and the dock, and with the advantage of having the increased wharfage inside the dock. The cost of this enlargement would not, probably, exceed the cost of the wharves propost 1, if constructed upon the first or high plan. With regard to the necessity of this increased wharf accom- modation to the commerce of :he city, it can be shown that 00 such is not now the case, nor likely to become so for many years to come. The whole number of vessels “arrived” in this port for the year ending 1st January last was 872 of over 75 tons burden, and about the same number of under that tonnage. The above includes steamers and every description of craft, excepting only the steamers that run to Norfolk. The cargoes of the above, putting large class at 200 tons and small class at 50, would amount to a trade of about 200,000 tons one way, or shipped and received a total of 400,000 tons per annum. The extent of the wharfage in the dock, when completed, will be 7,488 feet for vessels drawing 15 feet water. It is reasonable to suppose that after the bars in the river are re- moved to 15 feet water, a larger class of vessels will be used (a ship of 500 tons is well adapted to 15 feet water.) I will therefore, suppose the freighting to be done by such ships. Each ship occupies 100 feet of wharf, and requires 10 days to receive and deliver her cargo. The present dock would then accommodate at once, say 70 ships, each lying moored along- side the wharf. These 70 ships would land 3,500 tons per day, or per annum 1,277,500 tons, and receive the same quantity, making a total of 2,555,000 tons, and 2,555 arrivals per year — which is about six times the amount of the present business of the wharves at Rocketts. Let us suppose, however, that the bars below are not to be removed, and that only the present depth of water can be relied upon, the shipping would still be done from motives of econo- my in the largest class vessels admissible, say in vessels of 300 tons burden, each vessel would occupy the same extent of wharfage, but would require about 8 days to deliver and re- ceive cargo. 100 The number of arrivals per annum would then be Tons of goods landed and shipped per day, “ “ “ per annum, Tons of goods landed and shipped per annum, - or about five times the present amount of business 3,185 2,625 955,500 1,911,000 In the foregoing calculation, vessels of small tonnage and canal boats are not included, for the reason that there is am- ple wharf accommodation for them in the basin above 17th street. Canal boats will also in almost all cases discharge their cargoes directly into, and receive their cargoes directly from, the ship while lying alongside of her, and without touching the wharf. The number of tons arriving at tide-water on the Erie Canal during the year 1851, was about 2,000,000. The dock will therefore furnish wharf accommodation equal to about one-half the business of the Erie Canal in 1851. The Rich- mond dock and basin are very similarly situated to those of Albany, and have nearly an equal capacity to them. I con- clude, therefore, that until the trade of the dock has accumu- lated several fold, and approximates to at least one-lialf of that of the Erie Canal through tonnage, no additional wharf accommodation can be necessary I do not think the improvement if carried out could affect the interests of the James River and Kanawha Canal Com- pany in any other way than that before alluded to, viz : being an obstacle in the way of the future enlargement of the dock. The interest on cost of construction and annual expenses of dredging and maintenance, will be such, that a high rate of wharfage must be charged to defray expenses ; this, added to the increased expense of cartage across the dock, and of breakage and transhipment from ship to canal boat and vice versa across from the dock to the river, will, in my opinion, 101 give the dock greatly the advantage in the competition for trade. Respectfully submitted. D. S. WALTON. April 14th, 3856 : Mr. Scott, from the Committee On the James River Improve- ment, presented the following report : “ Committee of the Council on the James River Improve- ment — Messrs. McCance, Mills, Scott, Sinton and Stearns, with Messrs. Macfarland, Giles and Stanard, from citizens. “ On Friday, the 23d November, 1855, the Committee on the James River Improvement were notified that the Virginia Towing Company’s tow-boat Ben Sheppard, would leave the wharf at Rocketts on Saturday morning, the 24th November, to determine at what point the dredge boat should commence operations under the resolution adopted by the Council on the 12th November, appropriating §2,000 to continue the im- provement of the river — the appropriation by the United States being exhausted. “ Present on Saturday morning, Messrs. McCance and Scott, of the Committee, W. Gill, City Engineer, Capt. Burk and James S. Richardson, Supt. Careful examination of the river proved 16 feet water at Warwick Bar, and thence to Trent’s Reach, at full tide. “ At Trent’s Reach a careful examination proved the north channel to be the best to dredge out, and about 12 feet water, at full tide, at the shallowest part. “ The soundings were made under the direction of Captain Burk, whose perfect knowledge of the river saved much time, The point at which dredging should commence at Trent’s Reach was determined, and shore marks agreed upon for the guidance of the Superintendent. The tow-boat got back to the wharf about 8 o’clock, P. M. “THOS. W. McCANCE, “ Clim'n of the Com' tee on J. 11. 102 REPORT Of Committee on the James River Improvement, together with a Report of W. Gill, City Engineer, made to the Council of the City of Richmond, November 12, 1855. To the Council of the City of Richmond : The removal of the bars in James river, obstructing deep water navigation to and from this city, has for many years occupied the attention of the public. Under the direction of the State, the river was surveyed in 1826 by Col. Crozet. In 1836 a survey was made by Capt. Stansbury, under the direction of the United States, and again by the coast survey in 1852. Each succeeding survey of the river gave new and encouraging evidence of the practicability of improving the depth of water, so as to admit large class vessels to navigate to and from this city. After various efforts, an appropriation of $45,000 was made by Congress in 1852 for the improve- ment of the James and Appomattox rivers, one-half, or $22,500, to each improvement. After defraying the cost of survey, the appropriation for James river was reduced to less than $20,000, a sum too small to procure a dredging machine, and leave a balance sufficient to make a fair experiment by dredging a channel through one of the bars obstructing navi- gation. Col. De Russy, the officer in charge of the United States appropriation, and under whose direction the work was to progress, on consultation with the committee of the Coun- cil on the James river improvement, suggested that the city of Richmond should furnish the dredging machine, to be operated under his direction, with the appropriation made by the United States. The Council approved the report of the committee, and made an appropriation of $13,500 to pay the cost of a dredging machine. 103 Under the direction of Col. De Hussy, the dredging ma- chine was constructed, and on the 24th March, 1854, com- menced operations on Richmond Bar, and in eight months there were removed 41,542 cubic yards of sand, at a cost of $5,776 63. This amount includes every expense incident to working the dredging machine, (exclusive of the cost of the scows,) keeping it in order by renewing machinery worn out or broken, and furnishing permanent fixtures at considerable cost. During the progress of dredging on Richmond Bar, the operations were very much delayed by the difficulty and time lost in removing a loaded scow to a proper place to de- posit the sand, and return the same to the dredging machine, to take the place of several scows that could be loaded in the time taken to discharge one and return it. To obviate the difficulty, as well as to economise expense, and facilitate the opening a channel through Richmond Bar, (and other bars composed of like material,) at the earliest time possible, Col. De Russy suggested the propriety of pro- curing a small steam tug-boat to tow the scows to and from the dredging machine. The Committee on the James River Improvement concurred with Col. De Russy, and influenced by the motives that governed them in procuring the dredging machine, so reported to the Council. The Council approved the report, and made an appropria- tion of $6,000 to pay for the tug-boat. Considerable time was lost before Col. De Russy could make a satisfactory contract for the construction of the tug-boat, and before it was completed he was commissioned by the United States to take charge of government works in Cali- fornia. By the removal of Col. De Russy, the James River Improvement lost an active and energetic advocate, an advo- cacy based on frequent examinations of the work to be done, and his conviction of the practicability of attaining the object 104 desired. The committee bear willing testimony to their plea- sant intercourse with Col. De Russy, and their high apprecia- tion of his valuable services to the city of Richmond. Brevet Colonel John L. Smith succeeded Colonel De Russy in the management of the United States appropriation, and to the control and direction of the work on the river. After examining the operations as far as they had pro- gressed, and hearing the views of the committee of the Coun- cil, and their plan of operations, which met his approval, with the view of economising expenditure, he consented to place the control of the work under the charge of the committee, or a member, all the operations subject to his direction. A member of the committee volunteered to assume the position, and, with the approval of Brevet Colonel Smith, continues to direct the operations. The sand removed from Richmond Bar opened a channel about one hundred feet wide, varying from fifteen to twenty feet deep at full tide, where before there was only about ten feet water. The successful opening of the channel through Richmond Bar, and the great advantages to commerce in consequence, was marred by but one drawback, the fear entertained by some persons that the improvement would not be permanent. Now there is but little to apprehend on that account, as a re- cent examination of the channel, nine months after it was opened, proves about sixteen feet depth of water, though the river has been more or less affected by freshes half the time. Experience proves that there is a tendency on all the bars composed of other material than stone, to deepen as the size of vessels passing over them is increased. The result of the operations on Richmond Bar left no ques- tion of doubt of the practicability of securing eighteen feet depth of water to Hampton Roads. The obstructions are, first: Warwick Bar, present depth of water fifteen feet, can be dredged in a short time to 18 feet. Second : Trent’s Reach, where there is only about 12J feet, but very little dredging is required to open the north channel (the south channel being now used) which would give 18 feet water to Curie’s Neck. Third: at Curie’s Neck the present depth of water 16 feet, can be deepened to 18 feet, which can be carried to Harrison’s Bar. Fourth : Harrison’s Bar, pre- sent depth of water 16J to 17 feet, several surveys indicating that it can be readily dredged to 18 feet depth of water, which can be carried to Hampton Roads by deepening the channel through Goose Hill flats. The obstacles to eighteen feet depth of water from Rich- mond Bar to the city, are formidable. The desire to ascertain the practicability of removing them, influenced the effort to do so, before dredging was commenced below that point. After opening Richmond Bar, and giving sixteen feet water to within about two and a half miles of the city, the dredging machine was brought up to Rocketts Bar, to commence operations as soon as a thorough examination of it could determine in what way the obstructions could be removed. Several days were occupied in examining the river, which proved the obstruc- tions to be numerous, consisting of large and small boulders resting on a bed of granite, extending across the river, about two hundred feet wide, shelving off on the city side from the surface of the granite into eighteen feet water, and on the oppo- site side into thirteen feet water. The bed of the river from Rocketts Bar, to deep water this side of Richmond Bar, is hard sand, and can readily be dredged out to any required depth. The obstructions at Rocketts Bar could not be re- moved by the buckets of the dredging machine. They were unshipped, and a pair of ponderous tongs, slung by a chain working over a sheave block, attached, and the work com- menced. 14 106 The result was eminently encouraging, as in about five months, many hundred tons of stone, varying from small size up to boulders, weighing, by estimate, about twenty thousand pounds, were removed from the channel. The importance of the work done at this point, was signal- ly exemplified, as in the course of removing the stone several rolls of copper sheathing torn from the bottom of vessels was lifted, and in the irregularities of the large boulders, after they were placed on the bank of the river, many copper sheathing nails were found. The material removed, left the bed of granite with a uniform surface and thirteen feet water, available to vessels, where before there was not more than about ten and a half feet. At this point the only serious difficulty exists, to obtaining eighteen feet depth of water, from Hampton Roads into the port of Richmond, and the practicability of making a channel through the bed of granite, which numerous soundings proved to be solid and very hard, was to be determined. The ser- vices of a person used to operating under water was secured, and after considerable difficulty a complete suit of sub-marine armor and all the necessary apparatus were obtained. Also a powerful voltaic battery, with all the necessary fixtures for exploding gun powder under water. Drilling in the granite was commenced on the city side, and in many cases the holes were sunk ten feet deep Many of the charges exploded without breaking up the granite. On the 3d of July the first telling explosion took place, by "which several tons of the solid granite were broken up, then lifted out and deposited on the shore. Since that time drillincr holes, charging and ex- ploding twelve feet under water, has proceeded with as much regularity and success as attends blasting operations on land. To this time, 31st October, a space has been opened in the granite 33 feet long by 30 feet wide, and four feet deep, 107 giving at full tide about 17 to 18 feet depth of water. The plan of operations for the present is to open a channel through the bed of granite fifty feet wide, and deep enough to secure eighteen feet depth of water at full tide, which will require the removal of about 1,850 cubic yards of granite. To this time about 150 cubic yards have been removed. Blasting will soon be discontinued, until suitable weather in the spring will allow the work to be resumed to advantage. As soon as the work is stopped at Rocketts Bar, it is proposed to put the dredging machine in order, and commence opening a channel through the several obstructions between Richmond Bar and Harri- son’s Bar, so that vessels engaged in the commerce of Rich- mond, now discharging and receiving their cargoes at City Point or Bermuda Hundreds, can come up to Warwick, and some into the port of Richmond with part of their cargoes. From the best information to be obtained, it is confidently expected that the proposed work can be done within three months. The appropriation by Congress for the improvement of the James river will be absorbed by the pay roll of this month, (October,) and unless the City Council will loan the money necessary to meet the monthly expenses until another appro- priation is made by Congress, the progress of a work of so much importance to this city must stop. To stop the work now will involve certain heavy loss, as the dredging machine, scows and steam tug boat will be seriously injured by several months exposure without personal supervision, if not rendered utterly useless for the resumption of work. The loss of tools and fixtures, also, will be considerable. The suspension of the work involves the necessity to dis- charge the energetic Superintendent, James S. Richardson, and several hands who are valuable, because of their famili- arity with the work. 108 If furtherjappropriations are made to river and harbor im- provements the ensuing session’of Congress, it is’reasonable to assume that no improvement can present stronger claims than the James river, both a3 a State and national improve- ment. Judging by the work done, and to be done, ascertained by surveys made, and by information obtained from Captain S. Skinner, one of the most experienced pilots on James river, it is confidently believed that the judicious outlay of one hundred thousand dollars will secure at least eighteen feet depth of water from Hampton Roads to this city. Viewed as a national work for military objects, what estimate of the ad- vantages can be too exaggerated — to have navigation for ves- sels of eighteen feet draft of water to the city of Richmond, that in a short time will be in connection with the valley of the Mississippi at two points, say by railroad to Memphis, and by railroad and canal to the Ohio river. The importance of this view of the subject is practically illustrated by the fact, that the machinery for a national steamer is now constructing in this city, and where, with the depth of water that can be obtained, the machinery could be placed in large class na- tional vessels. The capacity of the iron works of this city, to furnish cannon and other munitions of war, need only be limited by the demand. What the improvement of the James river may be to the military affairs of the nation, will be a thousand fold increased in its commercial importance. Al- ready the improvement effected is realized by vessels engaged in the trade of this city. A few months work will bring within five miles of the city large vessels that now transact their business forty-five miles d: slant. With a large and con- stantly increasing trade, alone of sufficient importance to se- cure the care of Congress, with ether portions of the Union, it is but the beginning of the v; jt trade from the interior that 109 will seek the markets of the world through James river, attracted by the shortest, and consequently the cheapest route to the Atlantic Ocean. With these views, it is but reasonable to suppose that if Congress makes appropriations to river and harbor improve- ments, the James River Improvement from its commanding importance, not local to Virginia, but of equal importance to a large extent of the great West, will receive an appropria- tion that will complete the work so favorably commenced. The money that may be expended by the Council of the city of Richmond in continuing the improvement at so great economy of time and money, will, doubtless, be returned out of any appropriations made by Congress. It is evident from the foregoing facts, the improvement of James river is eminently practical, can be effected at compa- ratively small cost, and that results most important to our commerce and the prosperity of the city will thereby be ac- complished. This is apparent to all who have investigated the merits of the scheme, and the progress of the work thus far. Thus it has acquired the practical and valuable aid of W. Gill, Esq., City Engineer, who when asked by the com- mittee to make a survey of Rocketts Bar, became interested in the whole improvement, and has given much valuable in- formation. Herewith is furnished a copy of W. Gill’s report, made to Brevet Colonel John L. Smith, at his request. Respectfully, 1 October 31, 1855. THOS. W. McCANCE. 110 Richmond, Oct, 5th, 1855. Brev't Col. John L. Smith: Sir — Agreeably to the request contained in your letter of the 1st inst., I have hastily collected, and now present for your consideration such facts and information in relation to the improvement of the James river, below the city of Rich- mond, as my limited time and numerous other duties will permit. The dredge boat commenced operations on Richmond Bar about the middle of March, 1854, and in the short space of eight months removed 41,542 cubic yards of sand and mud, thus affording a depth of water in the channel varying from 16 to 20 feet at ordinary high tide, for the entire length of the bar, and for a width of over one hundred feet. In order to be fully satisfied with regard to the filling up of this chan- nel, a series of soundings were instituted after the lapse of nearly a year from the time of the first removal of the bar, and the channel was found to be of nearly the same depth as at first, but presenting a much more uniform bottom, thus conclusively establishing the important fact, that the action of the tide, and the frequent passage of vessels will have a great tendency to keep the channel open. After the removal of the Richmond Bar, it was deemed advisable to direct our operations next, to the removal of the rocky ledge in the channel of the river, immediately below the eastern limits of the city of Richmond. This point has always been deemed by pilots and captains of vessels as the most dangerous of any on the whole river, on account of the numerous detached rocks and large boul- ders which obstructed the bottom of the channel. These ob- structions have all been entirely removed from the channel, which is rone two hundred feet in length, by over one hun- Ill dred feet in width, so that vessels drawing more than two feet more water than formerly, can now pass with safety. In order to obtain the desired depth of eighteen feet water at ordinary high tide at this point, it will be necessary to remove by sub -marine blasting, some four or five feet more in depth of solid rock. With this view we recently purchased a sub- marine armor and voltaic battery, and procured the services of a competent sub-marine diver, and commenced the work. The operation of drilling the rock, is performed from plat- forms on the surface of the water, on which the workmen can operate with as much facility and ease as on dry land. On our first commencement considerable difficulty was experienced in loosening the rock sufficiently from the solid ledge to en- able us to raise it to the surface of the water, the depth of the water always exerting a tendency to keep the rock from rising. After several unsuccessful attempts, we, however, succeeded in effecting an opening in the solid ledge, since which time the work of blasting has been carried on very successfully and without interruption, and we have succeeded in blasting a channel in the ledge, 33 feet long, by 30 feet wide, and from four to five feet deep, in about four months time, with a very small force ; thus demonstrating beyond contingency, the practicability of removing the entire rocky ledge in question. I am confidently of the opinion, that with a competent force the entire channel for the length of about 200 feet, by 50 feet in width could be removed in the course of about one year. The operations of sub-marine blasting and dredging could be carried on simultaneously, so that in about eighteen months, or two years at farthest, we could afford water sufficient to bring large class vessels to our wharves, and there is no doubt but that this depth of water could always be maintained with the present dredge boat, at comparatively small outlay. The vast advantage resulting to our city by the consummation of this scheme of improvement, 112 thus securing an ample outlet to the vast quantities of pro- duce which will flow into our city on the completion of our numerous lines of internal improvement, will, in a few years, place the city of Richmond in a position, in point of popula- tion and commerce, which she ought to have occupied years ago. W. GILL, Citg Eng'r. The committee on the James River Improvement, recom- mend the Council to adopt the following preamble and reso- lutions : Whereas, it appears by a report on the James River Im- provement that much progress has been made in removing the obstructions to deep water navigation to the city of Rich- mond. First. By opening a passage through Richmond Bar for vessels drawing seventeen feet water, where before there was not more than ten and a half feet. Second. By removing the boulders at Rocketts Bar, that have heretofore done serious damage to vessels, and securing about thirteen feet depth of water, where before there was about ten and a half feet. Third. By the removal of part of the solid granite forming Rocketts Bar, and obtaining seventeen to eighteen feet depth of water, where before there was about ten and a half feet, and thereby proving the important fact, that at small cost the balance of the granite can be removed, and eighteen feet depth of water secured from Richmond to Hampton Roads. And whereas, it appears that the appropriation made by Congress for the James River Improvement is nearly ex- pended, and that by continuing the dredging at Warwick Bar, Trent’s Reach and Curie’s Neck, about three months longer, that obstructions to navigation at those points can be sufli- 113 ciently removed, to allow vessels engaged in the foreign com- merce of Virginia, done through the city of Richmond, now loading and discharging cargo forty-five miles distant, to load and discharge cargo within five miles, and to some extent within the port of Richmond, and that much valuable mate- rial will be preserved for the prompt continuance of the work, if the ensuing Congress shall make further appropriations to river and harbor improvements, including an appropriation for James river. Therefore, to secure an object of such great importance to the trade of the city, be it Resolved , That the committee on the James River Im- provement be authorized to draw on the Chamberlain for the amount of the monthly expenditures, not exceeding two thou- sand dollars in the aggregate, to secure the objects above alluded to. Resolved, That the committee be required to keep certified vouchers for all money expended, so that a proper claim may be presented for the return of the same out of any further appropriations by Congress for the James River Improvement. “ The Chairman of the Committee on the James River Im- provement, received a letter from Brevet Colonel John L. Smith, dated 14th December, 1855, enclosing a check for $314 03, amount of the pay roll for the month of Novem- ber, — see copy of account marked A, — at the same time ad- vising that there remained in his hands of the James river appropriation by Congress but $6 57. Necessary repairs to the dredging machine and scows, and the getting coal and materials on board delayed the commencement of dredging at Trent’s Reach until the 30th November. Since dredging has commenced some interruption and damage to the dredge boat has been sustained by being run into by steamers and sail vessels. See Superintendent Richardson’s letter of 9th De- 15 114 eember, marked B. The following accounts against the James River Improvement are correct, and will have to be paid out of the appropriation made by the Council on the 12th No- vember : Tunis A. Brown, - . - $199 12 The Richmond Marine Railway, - 50 00 E. H. Skinker & Co., - - 39 64 Midlothian Coal Mining Company, - 165 00 Purcell, Ladd & Co., - - 44 30 R. O. Haskins, - - 49 75 E. J. Sinton & Co., - 64 50 Gr. & A. Bargamin, - - 43 12 Pay roll for month of December, - 259 71 Amounting in the aggregate to §915 14 “The attention of the committee is called to the Superin- tendent’s report, furnishing the pay roll for the month of December, 1855, marked C. The superintendent suggests some necessary repairs, (which he has direction to have done,) also thinks it will take some five or six months to make 18 feet water through Trent’s Reach. “At a meeting of the committee, at the Chamberlain’s office, on the 8th of January, 1856 — present, Messrs. Mc- Cance, Mills, Scott and Stearns, the foregoing repot t was read, and the accounts listed above, and the papers A, B and C, were submitted, the report was approved, and the accounts directed to be certified to the Chamberlain for payment. THOS. W. McCANCE, Chmn Com. on Jas. River Imp. “ Owing to the navigation of the river being stopped by ice, no dredging was done during the month of January, 1856. 115 “ Certified the Superintendent’s account for $60 to the Chamberlain for payment, for the month of January. See report of Superintendent, marked D. “ The superintendent was directed to examine the cut through Richmond Bar after the navigation opened. He reports the channel in as good condition as before the closing of navigation, with 16 to 17 feet water at full tide. See report, marked E. “ The pay roll for the month of February amounts to $116 37 — rvhich is certified to the Chamberlain for payment. See report for the month, marked F. “ The following accounts are correct, and will have to be paid out of the appropriation made by the Council : See report, marked G. “ The bills certified to the Chamberlain, and the above bills, amount to $1,900 75, which deducted from the appro priation of $2,000, made by the Council on the 12th Novem- ber, 1855, leaves a balance of $99 25, which will not pay outstanding bills to be presented. “ The intense cold of the past winter closed navigation for about sixty days, and prevented all dredging operations, whilst many of the expenses were of necessity continued. T. Robertson, Tunis A. Brown, E. II. Skinker & Co., Faherty & Walsh, Talbott & Bro., R O. Haskins, R. O. Haskins, S, Heffley, Pay roll for* the month of March, $11 00 13 80 40 76 47 71 122 48 101 47 131 28 5 59 335 15 Amounting to $809 24 116 The dredging machine, tug-boat and scows have all been overhauled and repaired, and will require but little additional expense on them for some time to come. For the short time dredging has been regularly going on, encouraging progress has been made in securing a channel of 17 to 18 feet water through Trent’s Reach. By the report ending 31st March, (marked G,) it will be seen that the superintendent thinks the channel through Trent’s Reach will be opened by the first of July. In view of the extraordinary progress already made in securing deep water navigation to Richmond, at small cost, compared with the vast benefit that the city will realize when that object is attained, induced the committee to allow the dredging to be continued, believing the Council would ap- prove their action. The committee have adopted a memorial to Congress, stating all the facts bearing on the James River Improvement, asking a further appropriation of 8100,000 to complete the improvement, and to return to the city of Rich- mond the money advanced to continue the work, when the appropriation made by the United States was exhausted. “The committee impelled by the importance of the object sought to be accomplished, as set forth in the report, pream- ble and resolutions on the James River Improvement, adopted by the Council on the 12th November, 1855, recommend that the Council shall make a further appropriation of §2,000, to continue the improvement of James river. “Ac a meeting of the committee, at the Chamberlain’s office, on the 31st March, 1856, the papers D, E, F, G, and the accounts listed above were submitted, and the accounts were directed to be certified to the Chamberlain for payment, and the report and recommendation to the Council for its action. All of which is respectfully ubmitted. THOS. W. McCANCE, Ch n of Com? ee of the J. R. I. 117 On motion of Mr. Scott, the foregoing report was received ; and then Mr. Scott offered the following : “ Resolved , 1st. That the committee on the James River Improvement, be authorized to draw on the Chamberlain for the amount of the monthly expenditures, not exceeding two thousand dollars in the aggregate, to secure the objects re- ferred to in a report made this day by the committee. “ 2d. That the committee be required to keep certified vouchers for all money expended, so that a proper claim may be presented for the return of the same out of any further appropriations by Congress for the James River Improvement. On the motion of Mr. Robinson, the foregoing resolutions were laid on the table. May 13th, 1856 : Mr. Saunders presented the following : “ At a meeting of the Council on the 14th April, 1856 — Messrs. Saunders, Richards, Scott, Morriss and Robinson, of the Council, and McCance, Macfarland, Giles and Stanard, citizens, were appointed a committee on the James River Im- provement. “ At a meeting of the committee on the James River Im- provement, on the 6th May, 1856, on motion of Mr. Saun- ders, Mr. McCance was appointed chairman of said committee, “ The chairman called the attention of the committee to tlie report of the (late) committee, made to the Council on the , showing that the appropriation made by the Council on the 12th November, 1855, to continue dredg- ing at and above Trent’s Reach, was exhausted, leaving some bills unpaid, and that the expenses for the month of April about $550, were unprovided for. The report of the Super- tendent for the month of April was examined. It shows favorable progress of the work, and confirms the opinion here- 118 tofore expressed, that the channel through Trent’s Reach, will be completed by the first of July next. “ A bill asking §50,000 to continue the improvement of James river, has been reported to Congress, and it is hoped it will pass and relieve the city from further outlay. In the mean- time the committee concur in opinion that the best interests of the city demand that the dredging ought to be continued until deep water navigation is secured through Trent’s Reach and Warwick Bars. The committee recommend that the Council appropriate one thousand dollars to pay expenses in- curred, and to continue the improvement. THOS. W. McCANCE, Chm’n of Gom’ee of the J. R. 1. The foregoing report was received by the Council — and, thereupon, Mr. Saunders offered the following : “ Resolved, That the sum of one thousand dollars be ap- propriated for the James River Improvement, asked for by the committee on said improvement.” And the 13th rule having been first suspended, this resolu- tion was adopted. August 1 ltli, 1856 : Mr. Robinson presented the following report, from the committee on the James River Improvement : “ By report made 31st March, 1856, the committee on the James River Improvement recommended the Council to ap- propriate §2,000, to defray the cost of opening a channel through Trent’s Reach. At a subsequent meeting on the 16th April, 1856, the committee recommended the Council to appropriate one-half the above amount, and the balance when necessary. The Council made the appropriation on the 13th May, with the understanding that another appropriation would be made 119 to defray the cost of the work, when ascertained. The ap- propriation made, and to he made, had special reference to opening a channel through Trent’s Reach, and removing other obstructions, so as to admit shipping engaged in the commerce of the city forced to stop at City Point, forty-five miles distant, to discharge and receive cargo at Warwick, four miles from the city. When operations were first com- menced at Trent’s Reach, on the 30th November, 1855, it was estimated that the work could be completed by the 1st of July past, but the intense cold of last winter retarded the work considerably, and slightly increased the cost. About the middle of July the superintendent of the dredge boat reported the channel through Trent’s Reach opened and above seventeen feet water at full tide over the bar. On the 16th July the committee and W. Gill, City Engineer, were notified and requested to meet the next day, for the purpose of examining the river from Warwick to, and including Trent’s Reach. Present on the 17th July, Messrs. Scott and McCance of the Committee, W. Gill, City Engineer. Capt. Burke and Mr. David Currie. A careful examination of the channel of the river from Warwick to and through Trent’s Reach, proved depth of water sufficient to admit vessels stopping at City Point to come up to Warwick, with the ex- ception of a small space in the channel through Trent’s Reach. Since that time the channel through Trent’s Reach has been deepened at the shallow places, and now there is sufficient depth of water to allow vessels stopping at City Point to come up to Warwick. The channel through Trent’s Reach has been designated by three buoys on the north side of the river. The Chamberlain has paid, and the Chairman of the Com- mittee has in hand certified accounts amounting in the aggre- gate to §2,157 34 — which, with accounts not yet presented, will amount to about §2,500 — which it is believed will cover 120 the cost of opening a channel for large class vessels to War- wick. The committee recommend the Council to adopt the following resolution : Resolved, That the committee on the James River Im- provement be authorized to draw on the Chamberlain for the amount of the outstanding hills incurred in the improvement of James river, not exceeding in the aggregate the sum of $1,500. At a meeting on the 3d July, to consider what action the committee should recommend the Council to adopt in regard to removing the obstructions to large class vessels entering the port of Richmond, in the event that Congress should fail to make an appropriation to continue the improvement of James river, the following resolution was adopted, and the chairman requested to communicate the same to W. Gill, City Engineer. “ Resolved, That the City Engineer be requested to furnish the committee with a statement of the probable expense per month, and the probable cost of opening a channel through the ledge of rocks forming Rocketts Bar, so as to admit large class vessels to enter the port. At a meeting of the committee on the 7th inst., the reply of the City Engineer was submitted, and is herewith returned as part of this report. As the estimate of the Engineer is based on a portion of the work done, there can be no reasonable doubt of the prac- ticability of opening a channel into the port for large class vessels, and at moderate cost. To stop the work will involve certain heavy loss ; the work prosecuted, and the object ob- tained will give a new impulse to every interest in the city, and be worth millions in her future history. With active opponents on every side struggling for commercial supremacy, and willing to spend hundreds of thousands for a water navi- gation that this city can secure at a comparative small amount, the committee earnestly urge the Council to authorize the 121 committee to make arrangements to prosecute the work, an 1 offer the following resolution : Resolved, That the committee on the James River Improve- ment, be authorized to make arrangements to open a channel through Rocketts Bar, of sufficient depth to admit large class vessels into the port of Richmond, at an expense not exceed- ing eight hundred dollars per month. Respectfully submitted. THOS. W. McCANCE, Chm’n of Gom’ee on the J. R. I. August 6tli, 1856. To the Chairman and Members of the Committee on the Jas. River Improvement : Gentlemen — In accordance with a resolution of your com- mittee of the 3d inst., I herewith report that I have estimated the probable monthly expenditure which will be required to continue the operations of removing the rocky ledge at Rock- etts Bar, and am of the opinion that the same will not exceed the sum of eight hundred dollars. Judging from what has already been done, I would suppose that a channel 50 feet wide by 5 feet deep, could be cut through this ledge for about twenty-five or thirty thousand dollars. I presume your committee are aware that if this work is suspended, and that the dredge and tug-boats, together with their valuable machinei’y, are laid up for an indefinite period, that the ultimate loss thereby to the city would fully equal the interest on the amount required to continue the work, without taking into consideration the great liability to acci- dents to which the above property would be constantly ex- posed while lying idle and unprotected. Respectfully submitted. W. GILL, City Eng’r. July 1 Ith, 1856. 16 122 Mr. Robinson moved that the foregoing report be received and laid on the table, which was carried. Mr Saunders moved that the resolution contained in the foregoing report, authorizing the committee to draw on the Chamberlain for a sum not exceeding $1,500, be taken up, which was carried, and the 13th rule having been first sus- pended, the said resolution was adopted. September 16th, 1856 : The President announced that the special business of the evening was the consideration of that part of the report of the committee on the James River Improvement, which was laid on the table on the 11th day of August last. Mr. Saunders presented the following as a minority report of that committee : To the City Council: The majority of the committee on the James River Im- provement having recommended to the Council to appropriate eight hundred dollars per month, for an indefinite time to open a channel through Rocketts Bar, of sufficient depth to admit large class vessels into the port of Richmond, without stating in said resolution what is to be the extent of the cost, and having reported a statement from the City Engineer of the probable cost of the work to be between twenty-five and thirty thousand dollars, which statement is in direct contradiction of a former statement made by the same chairman of the pre- sent committee, I feel it to be my duty, as one of the said committee differing from the majority of that committee in opinion as to the policy at present, in the existing state of the financial condition of the city, of recommending such an appropriation, to do, what I am not often under the necessity of doing, of offering this minority report. Mr. Thomas W. McCance, chairman of the committee on 123 the James River Improvement, made a report to the Council on the 12th day of November, 1855, in which he stated, that it was confidently believed that the judicious outlay of one hundred thousand dollars would secure at least eighteen feet depth of water from Hampton Roads to this city. The plan of operations, as recommended then, was to open a channel through the bed of granite fifty feet wide, and deep enough to secure eighteen feet depth of water at full tide — the same as is now recommended in the present report Then it would cost by a judicious outlay, one hundred thousand dollars ; now, from twenty-five to thirty thousand for the same work, on the same plan of operations. Capt. Stansbury, at the date of his report in 1836, estima- ted the expense of removing all obstructions between Rich- mond and Harrison’s Bar at $103,400. The Committee on the Jaines River Improvement, in their memorial to Congress, state that one hundred thousand dollars is necessary to se- cure a depth of eighteen feet of w T ater from Hampton Roads to this city. That sum they state, added to the appropria- tions already made, would make the whole cost amount to $139,500 to procure eighteen feet depth of water. Let the Council adopt the resolution reported by the committee ap- propriating eight hundred dollars per month, and I verily believe that before the work is completed, if it is carried on to completion, that it will cost the city from seventy-five to one hundred thousand dollars. Is there a member of the council prepared to vote to appropriate that amount in the present embarrassed condition of the finances of the city ? The past year, the council was compelled to assess an addi- tional tax of thirty per cent., to save the credit of the city, and this year, with that addition of thirty per cent., we have been compelled to ask of the banks the privilege of over- checking to save the city’s credit. What has stopped im- 124 provements in the city, and thereby thrown many industrious, honest mechanics out of employment ? The high taxes have done it. Make this large appropriation asked for, together with some that have already been made, during the present council, and others that w r e are compelled to make, and we will be under the necessity of raising the taxes next year, in lieu of reducing them as has been contemplated ; for, of necessity, heavy taxation must follow large appropriations. In view of the above facts set forth in this hastily written report, and many others that I could and would adduce if I had the time, I most respectfully but earnestly recommend the council to adopt the following resolutions : 1st. Resolved, That the council of the city of Richmond are firmly impressed with the importance of opening the navi- gation of James river, so as to admit of large class vessels into the port of Richmond. 2d. Resolved, That if an appropriation is not made by the General Government for the above object, the city council should do it, so soon as the financial condition of the city will justify it. All of which is most respectfully submitted. DAVID J. SAUNDERS, One of the Com. on the James River Improvement. On motion of Mr. Scott, Mr. Gill, the City Engineer, was permitted to address the council in explanation of the report of the committee. The President decided that the paper presented by Mr. Saunders could not be received as a minority report, but only as an argument, and proceeded to take the vote on the resolu- tions presented therewith. The first resolution was adc ed by the council. The second resolution bein ead, Mr. Robinson offered the following as a substitute thei or : 125 u Resolved, That $4,800, payable in the bonds of the city, be appropriated for the desired work, and that the said bonds shall not be issued for an amount greater than $800 monthly, said bonds to be made payable in not less than five years from the date of issue, and the interest thereon to be paid semi- annually on the first days of January and July thereafter.” The vote being taken, this substitute of Mr. Robinson was adopted. The vote was then taken on the two resolutions, as amended, and the same were adopted by the council. Mr. Gretter moved that the two resolutions just adopted, be substituted in the report of the committee for that appro- priating $800 per month, and the vote being taken thereon, this motion was decided in the affirmative. Mr. Scott moved that the report of the committee as amended, be adopted, and Mr. Saunders offered the paper first presented by him, as a substitute for the committee’s re- port. The vote was first taken on the proposed substitute, which was rejected, and then upon Mr. Scott’s motion: Whereupon The report of the committee as amended was adopted by the council. From the Council Journals. E. C. HOWARD, City Cleric. 126 REPORT Of Committee on Improvement of James River- To the Honorable Council of the City of Richmond : Gentlemen — The question of the evils affecting the navi- gation of the James river to Richmond, in consequence of the very limited draught of water at certain leading points, has been one that has engaged the attention not only of the Coun- cils and citizens of Richmond, but of the State as well as the United States government, at various times during the last forty years. By reference, we find that as early as 1826, under direc- tion of the State, the river was surveyed by Colonel Crozet. What action was taken as the result of this survey we are not advised, but we find that in 1836 another survey was made by Captain Stansbury, under the direction of the United States government, and again by the Coast Survey in 1852. In the last named year the Government made an appropria- tion of $45,000 for the improvement of the navigation of the James and Appomattox rivers. One-half of this amount (say $22,500) was expended for the benefit of the James, under the direction of Colonel De Russy, on behalf of the Government, together with a special committee of the Council in the inte- rest of the city. This expenditure proved of very considerable advantage, as it resulted in giving thirteen feet of water up into the harbor, where before there was only ten and a half feet. But, of course, the amount of money fell far short of the requirement. The practicability of establishing eighteen feet of water from Hampton Roads to the wharves at Richmond, is a ques- tion -nhich we think few will dispute at the present day ; and your committee are fully of the opinion that this once accom- 127 plished, it might almost be termed permanent, as with a very slight yearly expenditure, in comparison with its advantages, the same depth of water may be maintained. This fact has been clearly demonstrated by examinations made at long intervals in former years, after the several ef- forts at improvement. The time is not very distant, in fact we may say it is at hand, when this will be a matter of vital importance to the commerce of our city. In a very short time, at most, the in- exhaustible supply of mineral wealth of the western portions of our State will begin to pour down upon us, and the great producing States, Ohio, Indiana, Kentucky, Illinois, Mis- souri, Iowa, Kansas, Nebraska, Dacotah, Montana, Minne- sota and Wisconsin, will take advantage of “ The Central Route ” to the seaboard. Richmond has cause to congratulate herself that the com- pletion of the Chesapeake and Ohio railroad is no longer a thing to be looked forward to at some distant day, for already we hear the busy tramp of workmen kui'rying to the scene of labor. The leading capitalists of our country, with their ac- customed keen perception, have discovered to their satisfaction that from the great West via Richmond is the shortest and most practicable route at all seasons of the year by which the immense tonnage of that region of country may be speedily conveyed to market. When we remember that the items of coal and iron alone will amount to countless thousands of tons, surely is it not time that our people were aroused to this all important ques- tion of our navigation ? While it becomes necessary in this country and other parts of the world to spend vast sums of money in building canals, here we have a natural canal (if we may so term it) one hun- dred and twenty miles in length, which, at comparatively 128 small expense, we can place in condition to float vessels draw- ing 18 feet of water ; and it is the firm conviction of your committee that its accomplishment is not second in importance to the completion of the James River and Kanawha Canal and the Chesapeake and Ohio railroad. Sure it is not to the interest of this city to see these vast freights passing by us in sealed cars, seeking shipping at some distant point upon our river, only because we cannot offer deep water transportation at our wharves, while all will admit that the sooner these freights can be placed in vessels and the railroads relieved of them the less will be the cost of transportation between the shipping points and the termini. Whilst we admit that this should, and must, become one of the most important manufacturing centres in consequence of the great advantages it enjoys from its unsurpassed water power, yet we are unwilling to conclude that we should not maintain our position as a seaport town. The two great routes from the West, as also the central route from Atlanta via Greensboro’ and Danville, will be truly great when completed, and will prove of incalculable benefit to the State. But how much more beneficial to our city would it be, should that vast tonnage break bulk here and be distributed at this point into the shipping, ready to convey it to any portion of this country or Europe ? We repeat, there is no good reason why Richmond should not afford facilities to the largest class of merchant vessels to her port, and thus derive all the great benefits to follow there- from. The item of lighterage alone paid by our merchants, has been one of very considerable moment, but on that we will not dwell at this time. Your committee took charge of the dredging machine and tug about ten months ago, and regret to say we found them 120 in very bad condition, having been worked down without re- ceiving proper repairs. We found it necessary to give them a general overhauling before it was proper to proceed with the work. After having done all that we could upon a limited expen- diture, we placed Captain Cunningham in charge, and have been working steadily ever since without intermission. We have cut a channel on the Warwick Bar 75 feet wide and 500 yards long, with a clear depth at high water of about sixteen feet. To accomplish this we had to remove 17,358 cubic yards cf sand. We removed from and near the channel contiguous to the brewery, twenty-three large rocks, measuring about 100 cubic yards, also twenty-four lighter loads of small rock and gravel, about 560 cubic yards ; one covered lighter, thirty-six feet long, filled with sand, which was lying on the bottom directly in the channel. We also found an anchor weighing about 600 pounds, with fifteen fathoms of chain, one blade of a screw wheel, weighing 400 pounds, lying alongside of a large rock, where some steamer had evidently struck and broken it off. The result of our labors at this particular point, is the at- tainment of thirteen feet of water instead of eleven, as then existed, and this will not fill up again. We have removed from the shoal grounds, opposite the coal yard, ten very large rocks. Also, three large rocks from the channel just below where the wreck of the West Point laid. These rocks all vary in size and shape ; some are nearly square, others are somewhat round, while many are very ragged, sharp-pointed and dangerous to navigation. The sizes vary from eight feet long by six and a half feet wide and four feet deep, to four by three by two feet. Altogether we have removed over 1,200 tons of rock from the points as stated. 17 130 Your comm'ttee determined to take advantage of the usual low stage of the water in midsummer, to make an attempt to remove the wreck of the steamer West Point, which was sunk in the middle of the harbor in a fresh during during the win- ter of 1863. This, as your honorable body are doubtless aware, was no small undertaking, especially as our predecessors had reported to the council in the month of September, 1867, that it would require an appropriation of $5,000 to remove it. However, in the face of prediction of failure and heavy cost, we went to work. We first secured the services of Professor Mallifert, of New York, who was then and is still engaged in clearing out the passage through the solid rock at Hell Gate, near that city. With his valuable assistance we broke the wreck into several sections, by the use of heavy charges of powder con- fined in cans and placed in the most available places. Then, with the dredge and addition of heavy chains, piece by piece, raised the entire wreck and placed it on the main land. In twenty-seven working days from the time we commenced, there was not a resume of the wreck remaining where it had laid so long, not only a serious obstruction to navigation, but the cause of a bar or delta forming in the middle of the river, to say nothing of the very great influence it exerted in causing the bars lower down the river to fill up more rapidly than they otherwise would have done, in consequence of its having proved a break-water to the current in the centre of the river. It gives us great pleasure to report further that we realize sufficient from material saved to fully cover the ex- pense of removal, and that the wreck of the West Point was entirely removed in less than one month without an expense of one dollar to the city, and where she laid, with a sand-bank heaped about her to the level of the water, vessels drawing thirteen feet can now pass over in safety. We would mention at this particular point, after raising the wreck, we removed 2,723 cubic yards of sand. We have had in employ aboard the dredge an experienced diver, who has facilitated our work to a considerable degree. In fact, in many instances he was indispensable, as we were compelled to use him in slinging large rock with chains at the bottom of the river preparatory to raising them, or in drilling holes in them in which to place a bolt to secure a purchase. To give an idea of the size of some of these rocks we would state that in some instances, in consequence of their size^ we were unable to raise them above the surface of the water, when we had to tow the machine in to shore, where they were deposited, and can now be seen at any low tide. The greater portion of them bear evident marks of having been struck by vessels passing up and down the channel, be- sides there being plain marks across the top of them. We have found many pieces of copper, just as they were torn from the bottoms of vessels, formed into line plaits. In addition to the work named, we have done a large amount of general dredging. The machine and tug are now both in far better condition than when we took charge of them, and in the machinery department are supplied with many duplicates ; so that there may be no loss of time in consequence of unexpected breakage. We have established a blacksmith shop aboard, with a man in charge, whereby a large portion of the necessary repairs are done with but small expense, and, in fact, many delays and breakages anticipated. It will be necessary soon to re- pair the dumping lighters, which we have deferred as long as possible to avoid expense. This, however, will not be a mat- ter of very great moment. The dredge will, before long, require some repairs about 132 her hull, as she leaks some little, and some portions are de- cayed. The machinery is in good working order. The tug, also, is in good running condition. Before closing this por- tion of our report, your committee regard that especial men- tion should be made of Captain Cunningham, who has been in chief command of the working of both dredge and tug. and of Mr. Clark Scull, chief engineer of the dredge, as well as those under their immediate charge, for the manner in which one and all have performed all the duties required of them, though they have very frequently been detained, to accomplish important work, considerably over the usual hours prescribed by the committee as a day’s work. Yet there has never been the slightest complaint, but all have joined in with a good will to accomplish the task before them. It affords us pleasure to thus publicly commend them, and we deem that we are doing each and all of them but simple justice in so doing. In conclusion we beg leave again to draw the attention of the council, and of the citizens generally, to the former por- tion of our report, and desire to make some further remarks in regard to the present condition of our river with reference to the General Government. As it is well known, before we can accomplish the great end at which we aim, viz.: a depth of 18 feet of water to Richmond, we have many very serious obstacles to encounter. These, as your honorable body are well aware, consist largely of the wrecks sunk in the river from Richmond to Trent’s Reach, by both the Federal and Confederate armies, during the late war. First. There are wrecks r cl stone piers just below Mar. wick’s bar. Second. At Drewry’s B - F, the wrecks of the schooner Wythe, steamers Jamestowi Curtis Peck and Northampton, a small propeller, and a stone crib. Besides these there is 138 an old Confederate ram, •which we believe government con- tractors are now working at, which has been hauled in near shore. Third. Wreck of a gunboat off Chaffin’s Bluff. Fourth. Wreck of schooner Gallego in Grave Yard Reach, which is in a position very dangerous to navigation. And, two pilot-boats and a schooner. Fifth. At Trent’s Reach some Federal obstructions. To remove all of these artificial obstructions, together with deepening the channel at the points as indicated, will require a very considerable amount of money, but after a most care- ful examination, your committee are of the opinion that, with what assistance we could obtain from the city, the sum of $200,000 would complete the entire work if judiciously ap- plied ; and as Congress has heretofore made large appropria- tions for such improvements in other States, we feel that none could have stronger claims than Old Virginia in her present impoverished condition. We would, therefore, recommend that a special committee be appointed to memorialize Congress, and to take such further action as they may deem necessary to secure, if pos- sible, an appropriation, to the extent as named, for the pur- pose of removing all obstructions from the river and deepen- ing the main channel to eighteen feet. We would further recommend that the council do appro- priate $10,000 to meet the current expenses of working the dredge during the fiscal year of 1870. All of which we respectfully submit. W. C. DUNHAM, Chairman. 134 MEMORIAL. To the Honorable Senate and House of Representatives of the United States : Seldom in the history of our government has the voice of Virginia, or of any portion of her people, been heard in the halls of congress asking appropriations for the advancement of her internal improvements. But your memorialists feel so well satisfied of the justice of the cause which they have the honor to represent, not onlv in view of its importance to Richmond and Virginia, but as a great national work, that they appear before you with confidence, believing the efforts put forth in this instance will meet with their proper reward. Since the war the citizens of Richmond have had much cause for discouragement. Crops have failed when most they were needed, and the people have been unable to offer any very great inducements to capitalists to come among them — the great work of re-organization in every depart- ment being necessary, owing to their very anomalous condi- tion. When we reflect upon the status of affairs in Richmond four years ago, truly we can see that wonderful have been the accomplishments. The business portion of the city has been re-built — com- merce is returning again to its accustomed channels, and her people are now beginning to feel buoyant, and hopeful of a far brighter future in store for them. The question at this time which most engages the atten- tion of the commercial community of Richmond, is the navi- gation of the James River.] 135 This has been very materially interrupted by obstructions which were placed in the channel at various points, during the late war, by the two contending armies. They consist principally, as follows : First. There are wrecks and stone piers just below War- wick’s bar. Second. At Drewry’s Bluff the wrecks of the schooner Wythe, steamers Jamestown, Curtis Peck and Northampton, a small propeller and a stone crib ; besides, there is an old gunboat which we believe government contractors are work- ing at, which has been hauled in near shore. Third. Wreck of a gunboat off Chaffin’s Bluff. Fourth. Wreck of schooner Gallego in Graveyard Reach, which is in a position very dangerous to navigation — also two pilot boats and a schooner. Fifth. At Trent’s Reach some more Federal obstructions. The time is at hand when it will be necessary that vessels drawing eighteen (18) feet of water may be enabled to come to the wharves at Richmond. The leading capitalists of our country, with their accus- tomed keen perception, have discovered, to their satisfaction, that from the great West, via Richmond, is the shortest and most practicable route at all seasons of the year, by which the immense tonnage of that section of the country may be speedily conveyed to market. The completion of the Chesapeake and Ohio Railroad is no longer a result to be looked forward to in the uncertain fu- ture, for already contractors are at work and laborers are hastening to the scene of action. This road, when completed, will connect the Atlantic Coast and the magnificient harbors of the Chesapeake Bay with the Ohio River, and thus, with the entire railroad sys- tem and water transportation of the great West — -thereby affording a trunk line so much needed for the accommodation of the immense transportation between the Atlantic Seaboard and Europe on the one hand and the great producing regions of the Ohio and Mississippi Valleys on the other. As the completion of this road is conceded to he of national benefit, so, as a sequence, we claim the re-opening and deepening of the channel of James River. In 1826, the river was surveyed by Col. Crozet — and in 1863, by Capt. Stansbury, under direction of the United States Government — also by the coast survey in 1852, In the last named year the Government made an appropriation of twenty-two thousand five hundred dollars, ($22,500) which was expended under the direction of Col. DeRussy, and proved of very considerable advantage, as it resulted in giving 13 feet of water, up into the harbor, where before there was only ten and a half (101) feet. The practicability of establishing eighteen (18) feet of water from Hampton Roads to Richmond is a question which we think few will dispute at the present day, and your me- morialists are fully of the opinion, that this once accom- plished, it might almost be termed permanent, as with a very slight yearly expenditure, in comparison with its advantages, the same depth of water may be maintained. While it becomes necessary in this country and other parts of the world to spend vast sums of money in building canals — here is a natural canal (if it may be so called) one hundred and twenty (120) miles in length, which, at a com- paratively small expense, can be placed in condition to float vessels drawing eighteen (18) feet of water, and it is the firm conviction of your memorialists that its accomplishment is not second in importance to the completion of the James River and Kanawha Canal, or the Chesapeake and Ohio Rail- road, for all will admit that the sooner freights can be placed in vessels and the Railroads relieved of them, the less will be the cost of transportation between the shipping points and the termini. While it will be admitted that Richmond must and will be- come one of the most important manufacturing centres, in consequence of the great advantages it enjoys from its unsur- passed water power, yet her people are unwilling to concede that their claims as a seaport town should not be maintained. Philadelphia and Baltimore occupy the same relative position to the sea, and surely, when it is remembered that just prior to the war there was, besides steamship lines regularly plying from Baltimore, Philadelphia and New York, twenty-three (23) or more capacious schooners, of elegant construction, to the latter city, and thirteen (13) clipper-built ships and brigs steadily employed in the trade with Rio, there can scarce be much said against her claims in this particular. For the ten years preceding the war there was inspected at Richmond alone, five million six hundred and eighteen thousand (5,618,000) barrels of flour, and the most of it was shipped from James River ; besides this, the product of the State in tobacco, ranges from fifty to sixty thousand hhds. per annum — a large proportion of w r hich is shipped from the port of Richmond. The harbor master reports the arrival of steamers at Rich- mond from January 1st, 1869, to January 1st, 1870, five hun- dred and twenty, with a combined tonnage of 375,336. Sailing vessels — of all classes — five hundred and fifty-four, with a tonnage of 76,250, whole amount of tonnage for the year, 460,188. From the report of internal revenue we find that there wms paid into the Richmond office, as tax upon manufactured to- bacco alone, during the year 1869, the sum of one million 18 138 five hundred and forty-seven thousand and sixty-four wo dol- lars ($1,517,-064 38). When these facts are all taken into consideration, surely it would appear that the citizens of Richmond are not asking too much of the general government when they make this appeal in behalf of the improvement of the navigation of their river. Richmond has been struggling hard to regain her former prosperity, and has been using her best efforts to restore the navigation of the James river to a condition that would ren- der it perfectly safe for shipping to come to her port. Notwithstanding her impoverished condition, during the years 1866 ’67, ’68 and ’69, she expended sixty-one thou- sand five hundred and sixty 5, dollars (§61,560 81) for the purpose as stated, and is still working with what means she has at her command. But Richmond feels that she has a peculiar claim upon the government for aid in this particular case. As stated in a former portion of this memorial, this must be regarged as a national work. The National Board of Trade, at its late annual meeting, resolved that congress be requested to make an appropriation for this improvement, thereby endorsing the views as herein set forth. The inexhaustible supplies of coal and iron which are about to be opened up in the western portion of Virginia, and in West Virginia, will require a cheap outlet to the sea, and the great producing States — Ohio, Indiana, Kentucky, Illi- nois, Missouri, Iowa, Kansas, Nebraska, Dacotah, Montana, Minnesota and Wisconsin — will take advantage of “ the cen- tral route to the seaboard.” A volume of arguments might be written, and innumera- ble tables of figures produced, showing the advantages that a 139 very large portion of our country, as well as Virginia, would derive from the clearing out of the James river ; but the question appears to your memorialists so plain, that they will not consume your time longer. After a careful examination upon the part of a Special Committee of the Council of the City of Richmond, assisted by the judgment of those well versed in such matters, they feel satisfied that, with an appropriation of two hundred thousand dollars from the general government, together with what aid, the city would continue to render, all of the wrecks could be removed from the river, and the main channel deepened at the different requisite points to eighteen (18) feet. In behalf of the council and citizens of Richmond, and by their direction, your memorialists do most respectfully peti- tion the congress of the United States to appropriate the sum of two hundred thousand (200,000) dollars for the purposes as indicated, at as early a day as practicable. "While some of the other States have received large appro- priations for similar improvements, Virginia has received comparatively nothing. Yet none could appreciate assistance of this kind more, at the present time. The amount asked for is relatively small. Your memorialists trust that the citizens of Richmond may soon be advised that congress has acted favorably upon this their petition. All of which is respectfully submitted. WM. C. DUNHAM, ALBERT OB D WAY, B W. GILL1S, FRANKLIN STEARNS, THOS. W. McCANCE, } Com’ttee. A. S. BUFORD, H. COALTEtl CABELL, CHAS. S. CARRINGTON, WMS. C. WICKHAM, 140 REPORT Of the Committee on Improvement of James River. Richmond, Va., June 21st, 1870. To the President and members of the Council of the City of Richmond : Gentlemen — Your Committee on the Improvement of James river, to whom was referred the report made on the part of the special committee appointed to memorialize Con- gress to grant the aid of the Federal Government in said im- provement, would respectfully report that they have given the subject that consideration which its importance demands. Your committee have been long convinced of the vast im- portance of this work to the commercial prosperity of the city, and we earnestly endorse the views presented by our own chairman in the special report under consideration. We are not only aware ourselves of the necessity of the city adopting, without delay, some definite, active and liberal policy in this great improvement, but we believe that the whole city is now so thoroughly convinced of its importance that we deem it un- necessary to repeat here the arguments already made, or to consider any other part of the question than the means pro- per to adopt to achieve our ends. During the past five years this committee has expended on the part of the city about §60,000 in improving or maintaining the navigation of the river. A vast amount of work has been done and great good accomplish d, as was most clearly shown by the last annual report of the committee. And still this work has effected hut little mori .han maintain the navigation C of the river open and in proper endition. The great number of wrecks and obstructions belo v the city have so clogged the 141 river and changed its currents and deposits that it has re- quired all the means at our disposal simply to counteract these evils effects. We have reason to hope that before another year has passed, the Federal Government will take measures to remove or grant its assistance in removing all these wrecks and obstructions. But in addition to this a vast amount of work remains that we mush do ourselves ; nor will it answer cur purpose to delay the work or let it be contingent on what we hope that the General Government will do in the matter. Too vast interests are at stake, too great enterprises are awaiting our decision, for us to delay longer. Without entering here upon the merits of this great question we make our recommendations, based on the supposition that the city is determined to act in the matter and desires only to compass the necessary means. The rule that important public improvements should not be paid for exclusively by the tax-payers of the day, is specially applicable to this great improvement. We recommend, there- fore, that the necessary means be raised by the issue of bonds, as the providing of a proper sinking fund for their payment, will entail the cost of the improvement more equally on those who successively arise to participate in its beneiits. If these bonds are put in an attractive form we believe that they can be very readily negotiated. The financial markets of the country have very materially changed since we adopted the regular form of city bond, and we would recommend that the bonds for this purpose be made special bonds, to be known as James River Improvement Bonds of the city of Richmond; that they be issued in the form of coupon bonds, convertible at the option of the holder into registered bonds, and that they be dated July 1, 1870, payable thirty-four years after date, and bear interest at the rate of eight per centum per annum, payable semi-annually. 142 We suggest that the Committee on the Improvement of James River be entrusted with the power and authority to negotiate these bonds from time to time, in such amounts as they may find necessary to carry on the work, depositing the proceeds of such sales in the city treasury, to the credit of the improvement. After providing the necessary means to carry on this great work, it is most certainly apparent that the first step is to ma- ture some proper plan for its execution. It is impossible that any committee of the council could have the knowledge or ability to conceive such a plan, or the time to devote to su- perintending the execution of all its details. It would seem most proper that the services of the ablest engineer we can command should be obtained and he placed in immediate charge of the work, and that the committee he entrusted with full power and authority to supervise his work, to purchase all materials, dredges, lighters, boats, or whatever they may find necessary to carry out the work entrusted to them. Without entering further into details, which it is somewhat premature to determine now, we would offer for your conside- ration the following resolutions : Whereas, The council of the city of Richmond being tho- roughly convinced that the vital interests and commercial prosperity of the city depend almost solely on deepening and improving the navigation of J ames river, and believing further, that the people of the city are willing and eager to enter upon this great enterprise ; be it Resolved , That we hereby announce it as the determination of the city of Richmond, to improve the navigation of the James river until it shall have a capacity to convey whatever tonnage the 'railroad system of the State can bring to the Sea- board, and that we hereby invite all projected systems of rail- roads seeking a terminus on the ocean, to make that terminus 143 here, with the assurance that the city will provide not only this exit for their freights, but grant all other facilities in their power. Resolved , That authority is hereby given for the issue of the bonds of the city to the amount of two hundred and fifty thousand dollars, to be applied to the improvement of James river. Said bonds to be in the form of coupon bonds, converti- ble, at the option of the holder, into registered bonds, to be payable in thirty-four years after date, and bear interest at the rate of eight per centum per annum, payable semi-annually ; with a further provision for the payment of one per centum to a sinking fund to meet said bonds on maturity. Resolved , That said bonds shall bear uniform date July 1st, 1870, and be issued by the City Auditor, from time to time, in such amounts as the Council Committee on the Improvement of James river may direct. The bonds to be negotiated by the Finance Committee, and the proceeds of their sale de- posited in the city treasury, to the credit of the James river improvement. Resolved , That the Council Committee on the Improvement of James river shall have the authority to expend the sum thus appropriated in such manner as the council may direct. Said committee shall immediately recommend to the council an able Engineer, who shall prepare the proper plans and have immediate charge of the work, under authority of the com- mittee. Respectfully submitted, ALBERT ORDWAY, Chairman. The foregoing preamble and resolutions were amended as above, and adopted on the 27th June, 1870. E. C. HOWARD, City Clerk. August 13th, 1870. 144 AN ORDINANCE Concerning the Improvement of James River. (Passed August 1st, 1870.) “Be it ordained, That at the first monthly meeting of the council which shall be held in the month of July of each year, the council shall proceed to elect five of its members, and these members of the council, with five citizens of Richmond who are not members of the council, who shall be certified to the President of the Council by the President and Secretary of the Chamber of Commerce of Richmond, as having been elected by that body for the purpose, shall be named and de- signated as the Committee on the Improvement of James river. “2. As soon as practicable after the formation of the com- mittee^they shall elect a chairman from among their own number. “ 3. A majority of the whole number shall be a quorum for the transaction of any business relating to their duties. “4. They shall have charge of all the property belonging to and of all the funds appropriated for the improvement of the river ; they shall elect an Engineer, and assistants if ne- cessary, and employ all persons who may be necessary to per- form the operations, but no such appointments shall be valid unless approved by the council. “ 5. They shall meet once a month, and as much oftener as may be necessary. “6. The committee shall make a written report of their operations to the council at the first regular meeting held in each month, and, with this report, shall submit an estimate of the amount of money which will be required for their use during the succeeding month. 145 “ 7. In the event of an omission on the part of the Cham- ber of Commerce to nominate the persons named in the first section of this ordinance, the council shall elect five citizens who are not members of the council, and they shall remain in office until the next annual appointment. “ 8. In the event of a vacancy occurring in the committee, the committee shall fill the vacancy with a member of the council or a citizen not a member of the council, as may be necessary to preserve the number of each statedin the first section. “9. All ordinances and resolutions, and portions of such, as are in conflict with this ordinance, are hereby repealed.” The foregoing is a true copy from the original ordinance. E. C. HOWARD, City Clerk 146 IMPROVEMENT OF JAMES RIVER. The Joint Committee on James river made the following report : ^ Richmond, Va., Sept. 5th, 1870. To the Council of the city of Richmond : Gentlemen — The Joint Committee on the improvement of James river, would respectfully submit the following report of operations during the past month: The committee met on the 10th of August and organized, and since that time has been engaged in considering and pro- jecting plans for the work entrusted to them. We found, on assuming charge, that the tug, dredge boat and scows belonging to the city were undergoing needed and extensive repairs, and therefore no actual work has yet been done by us in the river. These repairs, we hope to complete duiing this month, and will then begin to carry into effect the plans we have deter- mined on. Our first care after assuming charge, was to com- municate with Col. Win. P. Craighill, of the U. S. Engi- neers, who had been detailed to survey the river and report an estimate of the cost of its improvement, and to expend the appropriation of §50,000 made by the General Government. The result of our consultation with him is that the following general plan of operation has been determined on. Col. Craighill will devote the present appropriation of the Government exclusively to the removal of the artificial ob- structions in the river, while we, on the part of the city, will devote our efforts, for the present, to dredging the channel from Warwick’s Bar to the city, to a depth of fifteen feet. The reason of this determination, is that we can now bring to Warwick’s bar a depth of nearly fifteen feet, but from that 147 point to the city only eleven and a half to twelve feet. We estimate that it will require about two years to complete the the two portions of the work indicated, and we shall then have an unobstructed channel to the city of fifteen feet. The pre- liminai-y surveys already made, indicate that there will be but few obstacles after gaining this point, to increase the depth to eighteen feet ; and with proper efforts on our own part, we may hope for further and liberal assistance from the General Government. To carry out our portion of the work, first in- dicated for the city to assume, we deem it best to purchase an additional dredge boat and scows, with the necessary machinery for taking the material dredged out of the river, instead of the pernicious practice heretofore followed of depositing it in the river, to be again washed on the bars. Our heaviest expendi- ture will be for procuring this additional apparatus, and we estimate that thus being completely equipped, the annual ex- penditure for the city will not exceed $30,000 until the whole work is completed. In accordance with the ordinance, we would respectfully re- port that during this month, we shall not require any more funds than now stand to our credit, but that to procure the additional apparatus and carry on the work for the balance of this year, we would probably require about $40,000. We would therefore ask that the City Auditor be directed to issue $50,000 of the James River Improvement Bonds, and that the same be placed in our hands for negotiation, or that the Finance Committee be charged with the duty of negotiating them, and placing the proceeds to our credit, as you may see fit to determine. We would further report that we have appointed Capt. R. D. Minor as Engineer, to take charge of our work, and we would respectfully ask your approval of the appointment, be- lieving him to be most eminently qualified for the position. 148 We would further report the following resolution, adopted by the committee, and ask your action in the matter : Resolved , That the City Council be respectfully requested to adopt an ordinance imposing a penalty upon any person who shall deposit any matter in the river which is calculated to fill up the bed of the same, with an imposition of reasonable fines for such offence — one-half of such fines to be paid to the informer. We would also report that we have appointed of our num- ber an Executive Committee of three, charged with the duty of attending to the details of the work, and a Special Commit- tee to investigate and attend to the purchase of the dredge- boat and machinery proposed. Our work may therefore be regarded as in fair progress of organization, and it will be our earnest endeavor to carry it out faithfully, and meet the san- guine expectations entertained of it. Respectfully submitted. ALBERT ORDWAY, Chairman. REPORT Of the Joint Committee on the Improvement of James River , December 5th , 1870. Richmond, Va., December 5, 1S70. To the Council of the City of Richmond : Gentlemen — The Joint Committee on the improvement of James River, respectfully submit the following account of their operations since their last report on the oth of Septem- ber, no report having been rendered for the months of Sep- tember and October, for the reason that the time was occupied solely in completing the repairs on the tug, dredge and scows, 149 and getting all the machinery in readiness for active opera- tions : In our last report we laid before you the plan of operations we had determined on, in conjunction with the government engineers, for carrying out the improvements committed to our care. Those plans have been somewhat changed, or rather the commencement of the execution has been delayed by the momorable flood of October 1st. The grest fresh which then occurred in the river swept away the barrier that had been thrown across the opening of the Dutch Gap Canal, so that the whole volume of the swollen stream swept through the canal, deepening and widening it, while the debris and sediment were deposited beyond its mouth in Trent’s Reach, filling the channel in some places to a depth of three feet. The result was an immediate disarrangement of the commer- cial interests of the city in consequence of the New York steamers and large vessels being prevented from reaching it without lightering their cargoes, or waiting for the heighth of tides. It becomes a question therefore for immediate and serious consideration whether we should again close the mouth of the Dutch Gap Canal, and thus throw the whole volume of the river through Trent’s Reach, and dredge out the bars and deposits that had been formed, or should proceed to make the canal available for navigation. The government engineers learnipg of this change in the river, came forward with com- mendable alacrity, and immediately decided to take advantage of the action of nature, and assumed as a portion of their work to open the Dutch Gap Canal, throw the main current of the river through it, and make it the general channel of navigation. As this undertaking would require considerable time, and made it impolitic to again close the mouth of the canal, it 150 became of vast importance that the deposits which had been formed in Trent’s Reach should be immediately sufficiently removed to permit unimpeded navigation. We, therefore, largely increased the force at work on the repairs of the dredge and scows, and on the 12th of November had them so far completed that they proceeded to the point of opera- tions. They have been steadily at work since that date with most commendable results, having completed one clear cut through the new obstructions twenty-five feet in width to a depth of fourteen feet, and now working on the second cut. They have removed thus far about four thousand cubic yards of sand. Navigation is therefore now unimpeded for all classes of vessels that usually come to our port. In view of the opening of the Dutch Gap Canal it would be a useless expenditure, for us to open the channel in Trent’s Reach to its full width. We propose, therefore, making the cut only to a width of fifty feet, giving it, however, a full depth of fourteen feet, which will permit the passage of all vessels that can cross the shoal points near the city. TV e an- ticipate having this work fully completed by the loth instant, and shall then proceed with the execution of our plans as detailed in our report of September 5th. In regard to the progress of the improvements taken charge of by the government engineers, you will be pleased to learn that they have awarded a contract for removing so much of the "wrecks and obstructions at Drewry’s Bluff, and other points in the river as will give an unobstructed channel through them 250 feet in width, and 18 feet in depth. The contractor, Prof. B. Maillefert, of New York, began work on the 20tli of November, and is now actively engaged in his operations. They have also awarded a contract for opening and dredging the Dutch Gap Canal to the American Dredg- 151 ing Company of Philadelphia, who are to begin their work on the 1st of March and complete it in three months. And thus do the difficulties and obstacles which have so long impeded the commercial growth of our city promise to vanish from the appliances of science and energy. Your committee deem it proper to further report that we have contracted for a new and powerful dredge, which is now being built by the American Dredging Company of Philadel- phia, and will probably be completed, to be delivered here by the 15th proximo. With two good dredges, and the further appliances we have in view, we hope to fulfill the most san- guine expectations that may be entertained from our work. We have also approved a plan submitted to us by our en- gineer, Capt. R. D. Minor, for depositing the material dredged from the river. This plan was formed by him after full consultation with the government engineers in regard to their plans and intentions, and contemplates the building of extended lines of piling, or timber crib work, in proper lo- calities, within which the dredged material may be deposited, and thus be effectually removed from all chance of again washing into the channel. We have contracted for a pile driver, and have now under consideration the plans for pro- per scows and dumping cars, Avhich, as soon as adopted, will be contracted for, that no delay may occur in the progress of the w r ork. We also have the honor to report that under the terms of the ordinances the committee have filled the vacancy occa- sioned by the death of Thomas Faherty, Esq., by the election of Capt. Geo. W. Allen ; and the vacancy occasioned by the transfer of Capt. Allen to represent the council, by the elec- tion of Garrett F. Watson, Esq. We cannot close this report without referring to the active interest manifested by Col. Craighill and his assistants in the 152 improvements which so much concern us. Not only have they taken an interest in the work committed to their charge by the government, but they seem to appreciate as fully as ourselves the vast import of the work, not to our local pros- perity alone, but in its ulterior results as a link in the great central line of transportation. We have reason to believe that he will present a report to Congress, now about to meet, in which will be demonstrated the entire feasibility of the full extent of the improvements we have desired, with strong re- commendations for liberal appropriations from the govern- ment to carry them out. It behooves us, therefore, to spare no efforts in our own portion of the work, and also to use every influence within our power, to induce Congress to consider favorably the recommendations that will be made to them. Respectfully submitted. ALBERT ORDWAY, Chairman. REPORT Of Committee on James River Improvement with Accompa- nying Reports of Capt. R. D. Minor, Engineer, fc. Richmond, Va., March 1st, 1871. To the Council of the City of Richmond : Gentlemen — The Joint Committee on the Improvement of James river, respectfully submit for your information the following report of the operations and progress since the date of their last report, on the 5th of December. At that time we were engaged in dredging out the deposits made in Trent’s Reach, during the great flood which had so filled up the bar there that there was only a depth of ten 153 feet. This work was completed about the middle of February, giving a channel way the entire length of the bar, (about 1,387 feet,) 75 feet wide, and with 14 feet of water at ordi- nary high tide. To accomplish this, we have dredged and removed, during the three months occupied in the work, 14,200 cubic yards of sand. This improvement to the navi- gation of the river has been communicated to the leading commercial newspapers, and the channel way marked by spar buoys, courteously supplied to us by Commodore Stanly, U. S. N., Light-house Inspector of the Fifth District. During the severe cold weather in the latter part of De- cember, when dredging work was necessarily suspended, we deemed it to be within the province of our powers and duties to facilitate trade by keeping the channel of the river open and clear of ice. On one occasion we chartered a tug boat to assist our own in this work, and thus enabled several ves- sels to leave and enter port that would otherwise have been delayed. During this time our tug also rendered valuable assistance to vessels — and on the breaking up of the ice ne employed her to replace and repair buoys that had been cut loose by the ice. We are now preparing to begin our operations of dredging at Warwick’s Bar, as part of the plan originally adopted by us for the improvement of the ri'-er. While engaged in these preparations, we have detailed the dredge to do such work as may be desired by private owners for the improve- ment of their wharves along the river front, and dredging out the slip £Lt the opening of the Dock. The new dredge-boat for which we contracted, as by our previous report, was completed within the time specified, and on the 19th of January a sub-committee, consisting of Messrs. Wynne and Isaacs, accompanied by Capt Minor, the Engi- neer, proceeded to Philadelphia to inspect it. They gave it 20 154 a thorough examination, and finding it satisfactory, accepted the work. Ice in the Delaware river prevented its imme- diate delivery to us : but we are now pleased to report that it has left Philadelphia, and that we are now daily expecting its arrival here. We also deem it proper to report that we have built a powerful steam pile driver, which is now nearly completed and ready for our work ; are now engaged in building two large lighters or scows for the purpose of conveying the material dredged ; have contracted for the dumping cars to run on the scows ; and accepted proposals for furnishing us with the piles and timber for building the dykes within which we pro- pose to deposit the material dredged from the river upon the plan submitted in our last report. In compliance with the resolutions of the council we have caused three granite columns to be erected to mark the height of water during the great fresh of October 1st, 1870, on Main street, near the St. Charles Hotel, at the corner of Ash and Poplar streets, and at the corner of Lester and Nicholson streets. We transmit herewith the report of Captain R. D. Minor, Engineer, concerning the same, with a drawing of the columns, which we would suggest be preserved among the records of the city for future reference. Through the courtesy of Col. Forsburg, City Engineer of Lynchburg, arrangements have been made to advise our En- gineer by telegram on the occasion of any important rise in the river at that point, thereby affording us ample time to notify the vessels in port, and others, to make such prepa- ration as the extent of the danger notified may indicate as necessary. While the improvements under our charge have thus far progressed so satisfactorily, and the plans that have been 155 matured promise such beneficial results for the future, tin re are two matters in connection therewith which have an im- portant bearing on the benefits we are to derive, and which therefore demand immediate and thoughtful consideration. The first is the improvement of Shockoe and Gillis’ creeks, which bring down immense quantities of earth from the ravines through which they pass and deposit in our harbor to such an extent as in many places to have completely changed its configuration. Some thorough and permanent plan should at once be adopted to remedy this evil. This subject may very properly be considered as appertaining and being a por- tion of the river improvements, and therefore within the province of the committee to carry out, if they deem neces- sary, in such manner as we may find best adapted to secure the ends we have in view. While we would cheerfully under- take this work, we do not feel fully authorized to use the ap- propriation under our control for this purpose, unless specially authorized so to do by the council. We transmit herewith a report of our Engineer on the subject, and would ask your special and immediate action. We would also suggest, if you authorize us to undertake this work, the necessity of directing the City Engineer to co- operate with our Engineer in the preparation and execution of the plans, as at many points the grades and lines of streets as well as the lines of private property must be regarded. The other matter of vital importance to which we refer, is the necessity of providing ample wharf and dock facilities as near the heart of the city as possible. On the 4th of Octo- ber, 1853, there was a report made to the council on this subject, by Thomas W. McCance, Esq., as chairman of a committee appointed for that purpose, recommending that the city should acquire the right to all the property situate ! between the canal, dock and river, from or near Mayo’s 156 bridge to the ship locks. That report was so full and so able, that it is especially applicable to our present condition, and we cannot add weight to its arguments. We would ask that the council refer to that report and take it up for considera- tion. It will be found that this report suggests the proba- bility that the city possesses the right to about half the river front on the property in question ; and we would respectfully request that the City Attorney be directed to furnish this committee with all the required information in regard to the rights of the city on the property in question, that we may be enabled to bring the matter properly before you for conside- ration. We deem it of sufficient interest to include in our report information in regard to the condition and progress of the work undertaken by the general government in connection with our river improvements. The removal of the wrecks and obstructions in the river, under the contract between the United States engineers and Prof. Maillefert, referred to in our last report, has progressed steadily and satisfactorily. A few more days will fully com- plete the work, and give us at Drewry’s Bluff an unobstructed channel 225 feet wide, and 18 feet deep. Thus rapidly and thoroughly have these formidable obstructions, which have been regarded as almost insurmountable difficulties in the im- provement of our river, disappeared before the appliances of science and skill. It is but an indication of how successfully we may carry out all of our plans of improvement if we are but determined and energetic, and keep in view the great re- sults we are to obtain. All of the preparations for the beginning of the work for opening the Dutch Gap Canal are completed, and the contrac- tors are about to commence operations. Within ninety days we may expect this work to be so far completed as to permit 157 the passage of vessels and demonstrate the feasibility of this great improvement. It is with great pleasure that we are also enabled to report that Congress has granted another appropriation of $50,000 to continue the work undertaken by the government. This is but another proof, not only of the importance of these improvements in the navigation of the river to the general commerce of the country, but also of the entire feasibility of carrying out our plans to the full extent of our necessities and wishes. The thanks of our city are due to Colonel Craighill, the United States engineer in charge of the improvements under- taken by the government, and to his assistant, Capt. Hutton, for the great interest they have manifested in the work, their enlarged and liberal views to promote our welfare, and their efforts to procure the further assistance of Congress. Com- mendation is also due to our own engineer, Captain R. D. Minor, to Captain Thos. Cunningham, in charge of the dredge, and to all the employees for their steady application to their duties and their earnest efforts in the work. Respectfully submitted. ALBERT ORDWAY, Chairman. 158 Office Engineer James River Improvement , Richmond, Va., Feb. 20th, 1871. Col. Albert Ordway, Chairman Committee James River Improvement: Colonel — I beg leave to call your attention and that of the committee to the present condition of Shockoe and Gillis’ creeks, in order that the question of their improvement may be brought before the city council for its early action upon it. Both of these creeks emptying into James river at important points on our -water front, are constantly bringing down and depositing in the harbor, very much to its injury, large quan- tities of earthy matter, which it would be a simple waste of money to remove by dredging, until some system shall be adopted for the prevention of these deposits. The remedy suggested some years ago by a present member of the commtttee, (Mr. McCance,) and very ably carried out as far as the means then at command would justify, seems to have been a most efficient one, and I heartily commend its continuance as the best under all circumstances of the case. It consists in placing across the courses of the creeks and their tributaries, a series of dams , which checking the rapid flow of the streams, causes a deposit to be made, thus gradu- ally filling up the dam level, the water being carried off by stone stacks, which communicating with the lower bed of the creeks, permits an easy flow to the river. Retaining walls, to confine the streams to their proper bed, and to prevent encroachment upon private property within the city limits, will be necessary in some places, and espe- cially so in the case of Shockoe creek between Broad and Main streets, where the stream is already considerably out of its original course. 159 In addition to the earthy deposit made by Gillis’ creek, the refuse matter from the gas house is emptied into the river at a point about the centre of the wharves, where it causes a serious obstruction by cementing the earthy matter and holding in position, as it were, a bar, which will require much time and expense to remove, and keep open for navigation and berth purposes. Moreover, too, this refuse matter is not only a nuisance to the harbor, but its effect is to destroy the fish spawn in the river for many miles down its course, thus depriving our peo- ple of a large supply of food, and many of them of profitable employment. To remedy this, the offensive matter must be kept out of the river, and by emptying it into wells sunk for the purpose, it can be neutralized by lime or some alkali, and perhaps be made of some use. I beg to refer you to Captain Dimmock, the city engineer, (who has been consulted and agrees with me in the above views.) for detailed plans, for the stacks, dams and retaining walls required for Shockoe and Gillis’ creek, this duty be- longing more particularly to his department, I am, sir, respectfully yours, R. D. MINOR, Engineer James River Improvement, 160 Office Engineer James River Improvement , Richmond, V a., Feb. 21st, 1871. Col. Albert Ordway, Chairman Committee James River Improvement : Colonel — In compliance -with instructions from the com- mittee, I have had three stone columns erected to mark the unprecedented high water of October 1st, 1870. These columns are of Richmond granite, (10 ft.) ten feet long, and 14 by 13 inches thick, the upper part being “ dressed” to the extent of four feet, leaving the remainder in the “ rough,” and which is entirely underground. A Brass Plate (9x7J) nine by seven and a half inches, with the following inscription. HIGH WATER LINE. 24 FEET 1-8 INCHES ABOVE ORDINARY HIGH TIDE, OCTOBER 1ST, 1870, Has been set in each column, and secured by rods and nuts, countersunk and covered with cement. I annex a drawing of the columns which have been erected, one on Main street, near the St. Charles Hotel, one at the corner of Ash and Poplar streets, and the other at the corner of Lester and Nicholson streets. The whole cost for the three columns has been one hun- dred and sixty-nine dollars and twenty cents, (-$169 20.) Respectfully yours, R. D. MINOR, Engineer James River Improvement. [The following should have appeared on page 91, immediately after the report of Messrs. Anderson, McCance and Haskins.] In the Council of the city of Richmond, October 4, 1853 : The following report was taken up — “ The committee to whom was referred the petition of many citizens to the council, to acquire the right to the land be- tween the Dock and the river, from or near Mayo’s bridge to the end of the embankment forming the entrance to the Dock, for the purpose of increasing the wharf accommodation for shipping engaged in the commerce of the city, respectfully sub- mit the following report : “ The committee, impressed with the great importance of the subject submitted to their consideration, met on the ground on the seventh of December, 1852 ; and after a careful exami- nation concurred in the opinion that the city ought to acquire the right to all the land between the Dock and river, from Mayo’s bridge to the end of the jettee forming the entrance to the Dock. On the eighth of December, the City Surveyor was requested to furnish the committee with a plat of all the land between the points designated ; but high water and other causes prevented him from completing the plat to low water mark along the margin of the river, as early as desired. The necessity for works of improvement to develop the resources of Richmond, have been made manifest by large subscriptions on the part of the city and by individual citizens, to the James River and Kanawha Canal, the Richmond and Danville Rail- road, the Virginia and Tennessee Railroad and the Virginia Central Railroad. All the above great works, with nume- rous feeders, such as canals, railroads, plank and turnpike roads, are pressing on to completion with new energy, and must, ere long, pour into this city a vast amount of trade, un- less it is forced to some other point, by the want of shipping 2 L 162 accommodation here. The recent survey of the James river by the United States Coast survey, confirming several pre- vious surveys, and rendering certain, at small cost, the im- provement of the river for vessels of large tonnage to the wharves and in the Dock, has induced the council to assume the cost of a powerful dredging machine (now in course of construction) which, when completed, will, under the control of the United States Engineer, with an appropriation already made by the United States, commence dredging out the bars that have so long hampered the commerce and retarded the growth of the city. With the shortest and cheapest route for the vast trade within the range of the improvements diverging from the city in every direction, your committee are of opinion that there is but one thing necessary to attract and give your merchants the control of this trade, and that is, here, at the terminus of all the great improvements of the State, to pro- vide accommodation for the shipping that will be necessary to meet the commercial wants of the city, not for a coastwise trade only, but for vessels of a capacity to trade economically with any and all the ports of the world. It is no longer a question, is it necessary for the city to have a competent out- let for her trade ? She has no other alternative. She must have it, or the large outlay by corporate and individual sub- scription to works of improvement to the interior, will result in advantages to other and more enterprising communities. To the extent that the city can command navigation for large vessels to the wharves, so that one movement of merchandise only is necessary from the vessels to the warehouses or depots, and vice versa , with the fact that a ship of a thousand tons can be towed to Hampton Roads and vice versa in about fif- teen hours, at a cost of about one hundred dollars each way, the commerce of this city, with the attainable improvement of the river, will have, beyond question the cheapest, and most 1G3 expeditious cutlet to the ocean. When the trade, passing to and fro through the city, is of a magnitude to require larger vessels than a navigation of about sixteen feet will admit, to the ■wharves, then, by the construction of a railroad about twenty-two miles, a point is attained on James river about sixty miles from the city by water, in every respect ad- mirably suited for a port for large ships, by its healthi- ness, great depth of water close in shore, secure anchorage and a depth of water, more than twenty feet to the ocean. The advantages of a railroad to the James instead of the York river, to promote the commerce of the city, are obvious and numerous, and have an important bearing on the ques- tion under consideration, and the committee state a few of them. “ The capacity of James river, at present, is sufficient for all, and, it is believed, much more tonnage than can pass over all the improvments now in progress of construction from the interior to this city. When the improvement of the channel of the river is completed, so as to admit large vessels to the wharves, the capacity of the James river will be increased a hundred fold. At this time, for the class of vessels that can load and discharge their cargoes at the wharves, the rate of freight is as low as from any other port for coastwise or foreign voyages. The same state of things will exist, when the im- provement of the river is completed and large vessels load and discharge their cargoes at the wharves. Construct a railroad to York river, and every ton of freight passing over it is sub- ject to an additional charge of not less than one dollar and twenty-five cents per ton more than it can be shipped from or received at here, besides the worse order that every package must sustain from the more frequent handling. A railroad to James river would facilitate the unloading larger vessels than can come up to the wharves with full cargoes, by dis- 164 charging at the depot so much of the inward cargo as will lighten the vessel to the required depth, to he towed up to the city. The same course must be followed with the outward cargo, by which the charge of railroad transportation would be saved on four-fifths of the cargo, and a great saving in time be effected, as the single operation of discharging from or receiving the cargo at the vessel, would supersede the nume- rous handlings that would be necessary if all the inward and outward cargo had to pass over a railroad. Masters will more readily freight their vessels to the James than to the York river, because of the greater certainty of getting a re- turn freight of such articles as will not bear railroad transpor- tation, say: coal, iron, granite, &c., if the more valuable freight paying commodities are not to be had. Also the fact, that all the shipping in the James river has the advantage of the commerce of the rapidly growing town o£ Petersburg, which would be entirely lost on the York river. The distance to a desirable point on James river for a port for large ships en- gaged in the commerce of this city, being one-third less than to a similar point on York river, the difference in the cost of the two routes should determine it in favor of the former, in- dependent of numerous other advantages. “In view of the great trade that centres here now, and the inevitable great increase that will be added to it, by the completion of each mile of the improvements in progress to the interior, (in which the city is so largely interested,) your committee are of opinion, that timely and ample preparation should be made to accommodate the shipping necessary for the commerce of the city, and are therefore of opinion, that all the land between the points designated, should be ac- quired to enable the city to make the wharfing continuous arid uniform, from the jettee to the abutment of Mayo’s bridge, and to regulate and grade streets throughout the pro- 165 perty, which could not be done to equal advantage if indi- viduals owned part of the property. To confirm the above position, the committee refer to the condition of the wharves at Rocketts, since the closing of the dock, the only point at which vessels could discharge or receive their cargoes. Wharf owners, and every one having business in any way connected with the shipping, cry out at the disgraceful con- dition of the wharves (and the streets leading to them,) which no action of owners of wharves who desired to im- prove could effect, because of the want of uniform action amongst the various owners. The committee were also in- fluenced to the opinion that the city should own the property designated, in order to put it under efficient police supervi- sion, and make a part of the city 'that is now unpleasant to visit a place of recreation for those who love to look on the busy mart of trade, and by bringing the shipping near the centre of business create in merchants and others an interest that will ultimately give the city great commercial impor- tance. The necessity for increased wharf room is so ob- vious, and the growth and permanent prosperity of the city is so vitally connected with the shipping interest that it is only requisite to allude to the delays and consequent in- creased expense in all shipping operations, in the present contracted condition of the port, to impress all with the ne- cessity to act at once, to accommodate our present trade as well as to provide for certain large increase. The committee, in forming their opinion of the necessity to increase the wharf room of the port, have duly considered the increased accommodation that will be afforded to shipping, by the com- pletion of the dock ; but believe that the increased trade, over the works leading from the city to the interior of the State, in their present incomplete condition, will require shipping equal to the capacity of the dock and part of the 16G ■wharves, giving to the vessels berths for the prompt delivery and receiving their cargoes. The committee are further impelled to advocate the improvement contemplated, by the necessity to provide accommodation for a class of large ves- sels that now discharge and receive their cargoes by lighters at City Point and other places on the river ; as they confi- dently hope and believe that by the time the work can be completed the improvement of the river will admit such ves- sels to discharge and receive their cargoes at the city wharves. The property proposed to be condemned has a front on the river of about 4,445 feet ; about 4,000 feet of which can be made available for vessels drawing eight to twelve feet, the ballance for vessels of light draught. It is believed that the city has the right to about half the front on the river. The committee do not think it incumbent on them to enter into an estimate of the probable value of the land, or the cost of the improvement to be made, as the former will be determined by a jury, and the latter by what the best interest of the city may suggest when the improvement is commenced. The committee recommend to the council the adoption of the following resolution : The resolution of the committee was amended so. as to read as follows : “ Resolved , That the Attorney for the city be instructed to apply to the Hustings Court for the appointment of com- missioners to condemn for the use of the city all the land be- tween the dock and the river, bounded on the west by Mayo’s bridge, and on the east by the jettee forming the entrance to the dock, except so much land as is reserved for a street along the southern line of the dock, and except so much land as is now the property of the city. And the special commit- tee already raised on this subject is instructed to appear, by 167 their Chairman, or otherwise, before said commissioners, and assist the City Attorney in representing the city.” The said report was approved, and said resolution as amended was adopted by the council. From the Journal of the Council. E. C. HOWARD, City Cleric. fi Date Due Form 335— 40M— 6-40